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Tug-of-war
Last year high-speed train “Sapsan”, running between Moscow and St Petersburg, celebrated its 5 millionth passenger. Without any doubt, this train has become the most successful passenger project of RZD. And according to Viktor Stepov, head of Oktyabrskaya railway, it is the most successful innovative railway project in the whole world. 
During the first seven months of 2011 it carried more than 1.58 million passengers. Thereby “Sapsan” managed to steal passengers from air companies – only 1.25 million people chose to travel by plane during that period. Experts think that the decrease in passenger air traffic was caused only by the high-speed train. “When we choose how to get to the final destination, we usually think about “time and money” aspects. And in most cases we aren’t ready to spend more time, even if it will effect a saving,” said Kirill Markin, an “Investcafe” analyst.
More than 3.5 million people travelled by “Sapsan” in 2011. It resulted in a crisis for air companies. After a bankruptcy of no-frills airline Avianova, other companies started to look for a good solution. The administration in Pulkovo said that air companies now should offer passengers some direct flights, avoiding Moscow. 
Price is also of great importance. RZD claimed that it is going to keep “Sapsan” ticket prices at the same level. While it is about RUB 1,800-2,800 for second class and 3,800-5,500 for first class, flights cost about RUB 3,000. Therefore it seems fair. As for the new “Allegro”, a one-way ticket is more than RUB 3,000, while direct flights cost RUB 2,200. Therefore RZD is going to lower the prices for the St Petersburg – Helsinki direction.
The operation of “Sapsan” started in 2009, travel time is about 4 hours. The maximum speed of the train is 155 mph. Now there are 8 trains in RZD park. But in December the company drew up a contract with Siemens AG for technical maintenance and 8 more trains. According to Vladimir Yakunin, president of RZD, one high-speed train costs €37.1 million and new trains will be delivered in 2014. He said this year “Sapsan” trains will be in need of repair, therefore it is important to have a replacement for them. Also RZD offered for Siemens to build new depot for train maintenance in St. Petersburg. The price of this project is about €40 million.
The Russian company is making big plans trying to attract more passengers. This April a new Wi-Fi service with a strong signal will be organized on “Sapsan”, and in 2013 trains with 20 cars will be running on this route regularly.
Other innovations presented last year include a special luggage examination service. In the near future it will be organized at all railway stations. For sure, passengers now should arrive early to go through all the checks. But RZD assured that it will be not longer than a usual custom examination at an airport.
Despite such great results, some people still doubt the efficiency of high-speed trains. Last year the developers of “Strategy 2020” suggested turning away from high-speed lines in Russia. They said that special railroads should be organized for such transport or the maximum speed of trains should be not higher than 85 mph on present routes. The reason is that high-speed traffic creates limitations for suburban trains, which are the most popular way to travel nowadays.
According to JSC RZD, it’s a good idea. And now the company is working on a special high-speed line for “Sapsan” between Moscow and St Petersburg. But “Allegro” will be running on common railroad.

Great expectations
High-speed train “Allegro”, which replaced trains “Repin” and “Sibelius”, was launched by JSC RZD and Suomen Valtion Rautatiet (VR). With that end in view two companies established joint venture Oy Karelian Trains LTD. “Allegro” is the first train where all custom procedures are carried out on board during the journey. 
The new train, Designed by French engineering group Alstom, was successfully tested in 2010 both on Russian and Finnish lines at different speeds. Therefore passengers were waiting for it with great optimism. But drivers realized that they would not avoid further problems with traffic jams on railroad crossings – the weakest part of Russian road system. The traffic disaster didn’t happen, but drivers have to suffer for two more years. Officials promised that overpasses will be built only in 2013. Nevertheless, “Allegro’s” launch became really a great event for the development of high-speed railways in Russia.
“This new high-speed line between Helsinki and St Petersburg is a large-scale and successful project. The number of trains running between the two cities in both directions has finally increased from two to four. During the summer holidays the volume of passenger traffic has also grown more than two-fold in comparison with the previous year,” said Isabelle Tourancheau, head of Alstom press service in Russia and CIS.
According to RZD, during the first month of work this train carried more than 23,000 passengers. By the end of 2011, it exceeded all expectations. According to the plan, the level of “Allegro’s” capacity should be around 25%, but it rose by 30%. “About 299,000 passengers traveled by “Allegro” in 2011,” said Viktor Stepov.
During winter holidays, growth in passenger traffic is usually registered. But last year after such a boom, the fever subsided. The reason was ticket price. No wonder the high-speed line between Helsinki and St Petersburg is an expensive project. All infrastructure preparations were estimated at RUB 80 billion. Therefore RZD and VR should now cover their expenses. As for Russian travellers, most of them are not ready to pay high prices for such a short journey, and still prefer to go to Scandinavia by car.
Last February European travellers were keeping their fingers crossed, while waiting for possibility to come to Russia visa-free. The point is that the current governor of Leningrad Oblast Valery Serdyukov and Finnish Minister of Foreign Affairs Alexander Stubb discussed the present visa system during their meeting. And after that, information about a visa cancellation appeared in the mass media. Later Alexander Stubb refuted it. “I would be really happy if we could reach such an agreement. But Finland is a member of European Union, therefore we can’t make a decision unilaterally,” said the Finnish minister. 

Consistency error
“Allegro” is based on the previous generation of Alstom “Pendolino” models. But in contrast to them, it was equipped with new tilting bogies operated using pneumatics. Such an innovation let the train maintain its speed through turns in the railroad. Travel time between Helsinki and St. Petersburg was thereby reduced from more than five hours to three. The top speed of the train is 140 mph.
The new train works on a dual electric system – Finnish alternating current (25 kV, 50 Hz) and Russian direct current (3 kV). Last year this caused many problems. While switching the current from direct to alternate in Finland (not vice versa), “Allegro” often stopped. And passengers had to wait for another less comfortable train or even bus to take them to their final destination. It should be observed that such things didn’t happen on Russian territory.
“This project is rather difficult,” said Isabelle Tourancheau. “Allegro” is the first train that can work on two different electric and signalling systems. We faced some difficulties in the first phase of operation, but our experts, in cooperation with their colleagues from Karelian Trains, successfully managed to solve all the problems.”
It is still rather difficult to get information about “Allegro” from Karelian Trains representatives. But appointed Managing Director Mikko Vahtola, refusing to comment upon the “electricity problem”, finally said that he was satisfied by the first year of train operation. “In general it lived up to all our expectations. I think passengers also liked everything,” said Mikko Vahtola.
It seems that RZD and VR Group are going to make more travellers happy in the near future. Viktor Stepov told that one more “Allegro” could appear. But this time it will run between Helsinki and Moscow. Let’s hope that all the mistakes will be taken into account. Alstom representatives said that they had already organized the special program to raise assurance factor “Some malfunctions were already eliminated. Others will be carefully examined”, told Isabelle Tourancheau.
Experts think that high-speed trains’ sphere of influence will get stronger every year. “Trains offer their passengers quality service and more comfort than air companies. Moreover, airline ticket prices are rising all the time,” said Dmitry Baranov, Finam Management’s leading expert. He also said that another important factor of such popularity was safety. And, of course, time. Nowadays with all the check-in procedures it takes almost 6 hours to get from St Petersburg to Moscow. 
By Kristina Alexandrova
    [~DETAIL_TEXT] => 
Tug-of-war
Last year high-speed train “Sapsan”, running between Moscow and St Petersburg, celebrated its 5 millionth passenger. Without any doubt, this train has become the most successful passenger project of RZD. And according to Viktor Stepov, head of Oktyabrskaya railway, it is the most successful innovative railway project in the whole world. 
During the first seven months of 2011 it carried more than 1.58 million passengers. Thereby “Sapsan” managed to steal passengers from air companies – only 1.25 million people chose to travel by plane during that period. Experts think that the decrease in passenger air traffic was caused only by the high-speed train. “When we choose how to get to the final destination, we usually think about “time and money” aspects. And in most cases we aren’t ready to spend more time, even if it will effect a saving,” said Kirill Markin, an “Investcafe” analyst.
More than 3.5 million people travelled by “Sapsan” in 2011. It resulted in a crisis for air companies. After a bankruptcy of no-frills airline Avianova, other companies started to look for a good solution. The administration in Pulkovo said that air companies now should offer passengers some direct flights, avoiding Moscow. 
Price is also of great importance. RZD claimed that it is going to keep “Sapsan” ticket prices at the same level. While it is about RUB 1,800-2,800 for second class and 3,800-5,500 for first class, flights cost about RUB 3,000. Therefore it seems fair. As for the new “Allegro”, a one-way ticket is more than RUB 3,000, while direct flights cost RUB 2,200. Therefore RZD is going to lower the prices for the St Petersburg – Helsinki direction.
The operation of “Sapsan” started in 2009, travel time is about 4 hours. The maximum speed of the train is 155 mph. Now there are 8 trains in RZD park. But in December the company drew up a contract with Siemens AG for technical maintenance and 8 more trains. According to Vladimir Yakunin, president of RZD, one high-speed train costs €37.1 million and new trains will be delivered in 2014. He said this year “Sapsan” trains will be in need of repair, therefore it is important to have a replacement for them. Also RZD offered for Siemens to build new depot for train maintenance in St. Petersburg. The price of this project is about €40 million.
The Russian company is making big plans trying to attract more passengers. This April a new Wi-Fi service with a strong signal will be organized on “Sapsan”, and in 2013 trains with 20 cars will be running on this route regularly.
Other innovations presented last year include a special luggage examination service. In the near future it will be organized at all railway stations. For sure, passengers now should arrive early to go through all the checks. But RZD assured that it will be not longer than a usual custom examination at an airport.
Despite such great results, some people still doubt the efficiency of high-speed trains. Last year the developers of “Strategy 2020” suggested turning away from high-speed lines in Russia. They said that special railroads should be organized for such transport or the maximum speed of trains should be not higher than 85 mph on present routes. The reason is that high-speed traffic creates limitations for suburban trains, which are the most popular way to travel nowadays.
According to JSC RZD, it’s a good idea. And now the company is working on a special high-speed line for “Sapsan” between Moscow and St Petersburg. But “Allegro” will be running on common railroad.

Great expectations
High-speed train “Allegro”, which replaced trains “Repin” and “Sibelius”, was launched by JSC RZD and Suomen Valtion Rautatiet (VR). With that end in view two companies established joint venture Oy Karelian Trains LTD. “Allegro” is the first train where all custom procedures are carried out on board during the journey. 
The new train, Designed by French engineering group Alstom, was successfully tested in 2010 both on Russian and Finnish lines at different speeds. Therefore passengers were waiting for it with great optimism. But drivers realized that they would not avoid further problems with traffic jams on railroad crossings – the weakest part of Russian road system. The traffic disaster didn’t happen, but drivers have to suffer for two more years. Officials promised that overpasses will be built only in 2013. Nevertheless, “Allegro’s” launch became really a great event for the development of high-speed railways in Russia.
“This new high-speed line between Helsinki and St Petersburg is a large-scale and successful project. The number of trains running between the two cities in both directions has finally increased from two to four. During the summer holidays the volume of passenger traffic has also grown more than two-fold in comparison with the previous year,” said Isabelle Tourancheau, head of Alstom press service in Russia and CIS.
According to RZD, during the first month of work this train carried more than 23,000 passengers. By the end of 2011, it exceeded all expectations. According to the plan, the level of “Allegro’s” capacity should be around 25%, but it rose by 30%. “About 299,000 passengers traveled by “Allegro” in 2011,” said Viktor Stepov.
During winter holidays, growth in passenger traffic is usually registered. But last year after such a boom, the fever subsided. The reason was ticket price. No wonder the high-speed line between Helsinki and St Petersburg is an expensive project. All infrastructure preparations were estimated at RUB 80 billion. Therefore RZD and VR should now cover their expenses. As for Russian travellers, most of them are not ready to pay high prices for such a short journey, and still prefer to go to Scandinavia by car.
Last February European travellers were keeping their fingers crossed, while waiting for possibility to come to Russia visa-free. The point is that the current governor of Leningrad Oblast Valery Serdyukov and Finnish Minister of Foreign Affairs Alexander Stubb discussed the present visa system during their meeting. And after that, information about a visa cancellation appeared in the mass media. Later Alexander Stubb refuted it. “I would be really happy if we could reach such an agreement. But Finland is a member of European Union, therefore we can’t make a decision unilaterally,” said the Finnish minister. 

Consistency error
“Allegro” is based on the previous generation of Alstom “Pendolino” models. But in contrast to them, it was equipped with new tilting bogies operated using pneumatics. Such an innovation let the train maintain its speed through turns in the railroad. Travel time between Helsinki and St. Petersburg was thereby reduced from more than five hours to three. The top speed of the train is 140 mph.
The new train works on a dual electric system – Finnish alternating current (25 kV, 50 Hz) and Russian direct current (3 kV). Last year this caused many problems. While switching the current from direct to alternate in Finland (not vice versa), “Allegro” often stopped. And passengers had to wait for another less comfortable train or even bus to take them to their final destination. It should be observed that such things didn’t happen on Russian territory.
“This project is rather difficult,” said Isabelle Tourancheau. “Allegro” is the first train that can work on two different electric and signalling systems. We faced some difficulties in the first phase of operation, but our experts, in cooperation with their colleagues from Karelian Trains, successfully managed to solve all the problems.”
It is still rather difficult to get information about “Allegro” from Karelian Trains representatives. But appointed Managing Director Mikko Vahtola, refusing to comment upon the “electricity problem”, finally said that he was satisfied by the first year of train operation. “In general it lived up to all our expectations. I think passengers also liked everything,” said Mikko Vahtola.
It seems that RZD and VR Group are going to make more travellers happy in the near future. Viktor Stepov told that one more “Allegro” could appear. But this time it will run between Helsinki and Moscow. Let’s hope that all the mistakes will be taken into account. Alstom representatives said that they had already organized the special program to raise assurance factor “Some malfunctions were already eliminated. Others will be carefully examined”, told Isabelle Tourancheau.
Experts think that high-speed trains’ sphere of influence will get stronger every year. “Trains offer their passengers quality service and more comfort than air companies. Moreover, airline ticket prices are rising all the time,” said Dmitry Baranov, Finam Management’s leading expert. He also said that another important factor of such popularity was safety. And, of course, time. Nowadays with all the check-in procedures it takes almost 6 hours to get from St Petersburg to Moscow. 
By Kristina Alexandrova
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Tug-of-war
Last year high-speed train “Sapsan”, running between Moscow and St Petersburg, celebrated its 5 millionth passenger. Without any doubt, this train has become the most successful passenger project of RZD. And according to Viktor Stepov, head of Oktyabrskaya railway, it is the most successful innovative railway project in the whole world. 
During the first seven months of 2011 it carried more than 1.58 million passengers. Thereby “Sapsan” managed to steal passengers from air companies – only 1.25 million people chose to travel by plane during that period. Experts think that the decrease in passenger air traffic was caused only by the high-speed train. “When we choose how to get to the final destination, we usually think about “time and money” aspects. And in most cases we aren’t ready to spend more time, even if it will effect a saving,” said Kirill Markin, an “Investcafe” analyst.
More than 3.5 million people travelled by “Sapsan” in 2011. It resulted in a crisis for air companies. After a bankruptcy of no-frills airline Avianova, other companies started to look for a good solution. The administration in Pulkovo said that air companies now should offer passengers some direct flights, avoiding Moscow. 
Price is also of great importance. RZD claimed that it is going to keep “Sapsan” ticket prices at the same level. While it is about RUB 1,800-2,800 for second class and 3,800-5,500 for first class, flights cost about RUB 3,000. Therefore it seems fair. As for the new “Allegro”, a one-way ticket is more than RUB 3,000, while direct flights cost RUB 2,200. Therefore RZD is going to lower the prices for the St Petersburg – Helsinki direction.
The operation of “Sapsan” started in 2009, travel time is about 4 hours. The maximum speed of the train is 155 mph. Now there are 8 trains in RZD park. But in December the company drew up a contract with Siemens AG for technical maintenance and 8 more trains. According to Vladimir Yakunin, president of RZD, one high-speed train costs €37.1 million and new trains will be delivered in 2014. He said this year “Sapsan” trains will be in need of repair, therefore it is important to have a replacement for them. Also RZD offered for Siemens to build new depot for train maintenance in St. Petersburg. The price of this project is about €40 million.
The Russian company is making big plans trying to attract more passengers. This April a new Wi-Fi service with a strong signal will be organized on “Sapsan”, and in 2013 trains with 20 cars will be running on this route regularly.
Other innovations presented last year include a special luggage examination service. In the near future it will be organized at all railway stations. For sure, passengers now should arrive early to go through all the checks. But RZD assured that it will be not longer than a usual custom examination at an airport.
Despite such great results, some people still doubt the efficiency of high-speed trains. Last year the developers of “Strategy 2020” suggested turning away from high-speed lines in Russia. They said that special railroads should be organized for such transport or the maximum speed of trains should be not higher than 85 mph on present routes. The reason is that high-speed traffic creates limitations for suburban trains, which are the most popular way to travel nowadays.
According to JSC RZD, it’s a good idea. And now the company is working on a special high-speed line for “Sapsan” between Moscow and St Petersburg. But “Allegro” will be running on common railroad.

Great expectations
High-speed train “Allegro”, which replaced trains “Repin” and “Sibelius”, was launched by JSC RZD and Suomen Valtion Rautatiet (VR). With that end in view two companies established joint venture Oy Karelian Trains LTD. “Allegro” is the first train where all custom procedures are carried out on board during the journey. 
The new train, Designed by French engineering group Alstom, was successfully tested in 2010 both on Russian and Finnish lines at different speeds. Therefore passengers were waiting for it with great optimism. But drivers realized that they would not avoid further problems with traffic jams on railroad crossings – the weakest part of Russian road system. The traffic disaster didn’t happen, but drivers have to suffer for two more years. Officials promised that overpasses will be built only in 2013. Nevertheless, “Allegro’s” launch became really a great event for the development of high-speed railways in Russia.
“This new high-speed line between Helsinki and St Petersburg is a large-scale and successful project. The number of trains running between the two cities in both directions has finally increased from two to four. During the summer holidays the volume of passenger traffic has also grown more than two-fold in comparison with the previous year,” said Isabelle Tourancheau, head of Alstom press service in Russia and CIS.
According to RZD, during the first month of work this train carried more than 23,000 passengers. By the end of 2011, it exceeded all expectations. According to the plan, the level of “Allegro’s” capacity should be around 25%, but it rose by 30%. “About 299,000 passengers traveled by “Allegro” in 2011,” said Viktor Stepov.
During winter holidays, growth in passenger traffic is usually registered. But last year after such a boom, the fever subsided. The reason was ticket price. No wonder the high-speed line between Helsinki and St Petersburg is an expensive project. All infrastructure preparations were estimated at RUB 80 billion. Therefore RZD and VR should now cover their expenses. As for Russian travellers, most of them are not ready to pay high prices for such a short journey, and still prefer to go to Scandinavia by car.
Last February European travellers were keeping their fingers crossed, while waiting for possibility to come to Russia visa-free. The point is that the current governor of Leningrad Oblast Valery Serdyukov and Finnish Minister of Foreign Affairs Alexander Stubb discussed the present visa system during their meeting. And after that, information about a visa cancellation appeared in the mass media. Later Alexander Stubb refuted it. “I would be really happy if we could reach such an agreement. But Finland is a member of European Union, therefore we can’t make a decision unilaterally,” said the Finnish minister. 

Consistency error
“Allegro” is based on the previous generation of Alstom “Pendolino” models. But in contrast to them, it was equipped with new tilting bogies operated using pneumatics. Such an innovation let the train maintain its speed through turns in the railroad. Travel time between Helsinki and St. Petersburg was thereby reduced from more than five hours to three. The top speed of the train is 140 mph.
The new train works on a dual electric system – Finnish alternating current (25 kV, 50 Hz) and Russian direct current (3 kV). Last year this caused many problems. While switching the current from direct to alternate in Finland (not vice versa), “Allegro” often stopped. And passengers had to wait for another less comfortable train or even bus to take them to their final destination. It should be observed that such things didn’t happen on Russian territory.
“This project is rather difficult,” said Isabelle Tourancheau. “Allegro” is the first train that can work on two different electric and signalling systems. We faced some difficulties in the first phase of operation, but our experts, in cooperation with their colleagues from Karelian Trains, successfully managed to solve all the problems.”
It is still rather difficult to get information about “Allegro” from Karelian Trains representatives. But appointed Managing Director Mikko Vahtola, refusing to comment upon the “electricity problem”, finally said that he was satisfied by the first year of train operation. “In general it lived up to all our expectations. I think passengers also liked everything,” said Mikko Vahtola.
It seems that RZD and VR Group are going to make more travellers happy in the near future. Viktor Stepov told that one more “Allegro” could appear. But this time it will run between Helsinki and Moscow. Let’s hope that all the mistakes will be taken into account. Alstom representatives said that they had already organized the special program to raise assurance factor “Some malfunctions were already eliminated. Others will be carefully examined”, told Isabelle Tourancheau.
Experts think that high-speed trains’ sphere of influence will get stronger every year. “Trains offer their passengers quality service and more comfort than air companies. Moreover, airline ticket prices are rising all the time,” said Dmitry Baranov, Finam Management’s leading expert. He also said that another important factor of such popularity was safety. And, of course, time. Nowadays with all the check-in procedures it takes almost 6 hours to get from St Petersburg to Moscow. 
By Kristina Alexandrova
    [~DETAIL_TEXT] => 
Tug-of-war
Last year high-speed train “Sapsan”, running between Moscow and St Petersburg, celebrated its 5 millionth passenger. Without any doubt, this train has become the most successful passenger project of RZD. And according to Viktor Stepov, head of Oktyabrskaya railway, it is the most successful innovative railway project in the whole world. 
During the first seven months of 2011 it carried more than 1.58 million passengers. Thereby “Sapsan” managed to steal passengers from air companies – only 1.25 million people chose to travel by plane during that period. Experts think that the decrease in passenger air traffic was caused only by the high-speed train. “When we choose how to get to the final destination, we usually think about “time and money” aspects. And in most cases we aren’t ready to spend more time, even if it will effect a saving,” said Kirill Markin, an “Investcafe” analyst.
More than 3.5 million people travelled by “Sapsan” in 2011. It resulted in a crisis for air companies. After a bankruptcy of no-frills airline Avianova, other companies started to look for a good solution. The administration in Pulkovo said that air companies now should offer passengers some direct flights, avoiding Moscow. 
Price is also of great importance. RZD claimed that it is going to keep “Sapsan” ticket prices at the same level. While it is about RUB 1,800-2,800 for second class and 3,800-5,500 for first class, flights cost about RUB 3,000. Therefore it seems fair. As for the new “Allegro”, a one-way ticket is more than RUB 3,000, while direct flights cost RUB 2,200. Therefore RZD is going to lower the prices for the St Petersburg – Helsinki direction.
The operation of “Sapsan” started in 2009, travel time is about 4 hours. The maximum speed of the train is 155 mph. Now there are 8 trains in RZD park. But in December the company drew up a contract with Siemens AG for technical maintenance and 8 more trains. According to Vladimir Yakunin, president of RZD, one high-speed train costs €37.1 million and new trains will be delivered in 2014. He said this year “Sapsan” trains will be in need of repair, therefore it is important to have a replacement for them. Also RZD offered for Siemens to build new depot for train maintenance in St. Petersburg. The price of this project is about €40 million.
The Russian company is making big plans trying to attract more passengers. This April a new Wi-Fi service with a strong signal will be organized on “Sapsan”, and in 2013 trains with 20 cars will be running on this route regularly.
Other innovations presented last year include a special luggage examination service. In the near future it will be organized at all railway stations. For sure, passengers now should arrive early to go through all the checks. But RZD assured that it will be not longer than a usual custom examination at an airport.
Despite such great results, some people still doubt the efficiency of high-speed trains. Last year the developers of “Strategy 2020” suggested turning away from high-speed lines in Russia. They said that special railroads should be organized for such transport or the maximum speed of trains should be not higher than 85 mph on present routes. The reason is that high-speed traffic creates limitations for suburban trains, which are the most popular way to travel nowadays.
According to JSC RZD, it’s a good idea. And now the company is working on a special high-speed line for “Sapsan” between Moscow and St Petersburg. But “Allegro” will be running on common railroad.

Great expectations
High-speed train “Allegro”, which replaced trains “Repin” and “Sibelius”, was launched by JSC RZD and Suomen Valtion Rautatiet (VR). With that end in view two companies established joint venture Oy Karelian Trains LTD. “Allegro” is the first train where all custom procedures are carried out on board during the journey. 
The new train, Designed by French engineering group Alstom, was successfully tested in 2010 both on Russian and Finnish lines at different speeds. Therefore passengers were waiting for it with great optimism. But drivers realized that they would not avoid further problems with traffic jams on railroad crossings – the weakest part of Russian road system. The traffic disaster didn’t happen, but drivers have to suffer for two more years. Officials promised that overpasses will be built only in 2013. Nevertheless, “Allegro’s” launch became really a great event for the development of high-speed railways in Russia.
“This new high-speed line between Helsinki and St Petersburg is a large-scale and successful project. The number of trains running between the two cities in both directions has finally increased from two to four. During the summer holidays the volume of passenger traffic has also grown more than two-fold in comparison with the previous year,” said Isabelle Tourancheau, head of Alstom press service in Russia and CIS.
According to RZD, during the first month of work this train carried more than 23,000 passengers. By the end of 2011, it exceeded all expectations. According to the plan, the level of “Allegro’s” capacity should be around 25%, but it rose by 30%. “About 299,000 passengers traveled by “Allegro” in 2011,” said Viktor Stepov.
During winter holidays, growth in passenger traffic is usually registered. But last year after such a boom, the fever subsided. The reason was ticket price. No wonder the high-speed line between Helsinki and St Petersburg is an expensive project. All infrastructure preparations were estimated at RUB 80 billion. Therefore RZD and VR should now cover their expenses. As for Russian travellers, most of them are not ready to pay high prices for such a short journey, and still prefer to go to Scandinavia by car.
Last February European travellers were keeping their fingers crossed, while waiting for possibility to come to Russia visa-free. The point is that the current governor of Leningrad Oblast Valery Serdyukov and Finnish Minister of Foreign Affairs Alexander Stubb discussed the present visa system during their meeting. And after that, information about a visa cancellation appeared in the mass media. Later Alexander Stubb refuted it. “I would be really happy if we could reach such an agreement. But Finland is a member of European Union, therefore we can’t make a decision unilaterally,” said the Finnish minister. 

Consistency error
“Allegro” is based on the previous generation of Alstom “Pendolino” models. But in contrast to them, it was equipped with new tilting bogies operated using pneumatics. Such an innovation let the train maintain its speed through turns in the railroad. Travel time between Helsinki and St. Petersburg was thereby reduced from more than five hours to three. The top speed of the train is 140 mph.
The new train works on a dual electric system – Finnish alternating current (25 kV, 50 Hz) and Russian direct current (3 kV). Last year this caused many problems. While switching the current from direct to alternate in Finland (not vice versa), “Allegro” often stopped. And passengers had to wait for another less comfortable train or even bus to take them to their final destination. It should be observed that such things didn’t happen on Russian territory.
“This project is rather difficult,” said Isabelle Tourancheau. “Allegro” is the first train that can work on two different electric and signalling systems. We faced some difficulties in the first phase of operation, but our experts, in cooperation with their colleagues from Karelian Trains, successfully managed to solve all the problems.”
It is still rather difficult to get information about “Allegro” from Karelian Trains representatives. But appointed Managing Director Mikko Vahtola, refusing to comment upon the “electricity problem”, finally said that he was satisfied by the first year of train operation. “In general it lived up to all our expectations. I think passengers also liked everything,” said Mikko Vahtola.
It seems that RZD and VR Group are going to make more travellers happy in the near future. Viktor Stepov told that one more “Allegro” could appear. But this time it will run between Helsinki and Moscow. Let’s hope that all the mistakes will be taken into account. Alstom representatives said that they had already organized the special program to raise assurance factor “Some malfunctions were already eliminated. Others will be carefully examined”, told Isabelle Tourancheau.
Experts think that high-speed trains’ sphere of influence will get stronger every year. “Trains offer their passengers quality service and more comfort than air companies. Moreover, airline ticket prices are rising all the time,” said Dmitry Baranov, Finam Management’s leading expert. He also said that another important factor of such popularity was safety. And, of course, time. Nowadays with all the check-in procedures it takes almost 6 hours to get from St Petersburg to Moscow. 
By Kristina Alexandrova
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Gondola Cars Are in Great Demand as Usual
In 2011, Russian wagon building plants manufactured 62,800 cargo railcars, 24.4% more than in 2010. 52,300 cargo wagons were produced in Ukraine in that period, a 32.4% increase in comparison with the previous year. This figure is the best in the country’s recent history. In particular, the Kryukov Wagon Building Plant increased production volumes by 18% to 10,750 wagons, and Azovmash by 30% to 16,400 railcars. On the contrary, the Stakhanov Wagon Building Plant manufactured 6,800 cargo wagons and failed to exceed the level of 2010. Specialists of the plant explain this by the shortage of large railcar casting.
Thus, Russian and Ukrainian wagon builders produced over 115,000 cargo railcars (+27% in comparison with 2010). In particular, the number of manufactured gondola cars surpassed 79,400 units (+45%).
Manufacturing was stimulated by the high demand for new wagons. Last year, it was influenced by several factors in Russia: deferred demand formed in 2009-2010, the write-off of a significant number of railcars coming to the end of their lives, and the ambition of some companies to buy wagons for future use. The latter was caused by the intention of cargo owners and their captive operators to guarantee transportation of their production under conditions of uneven distribution of the park managed by RZD. Until the shareholding in Freight One was sold (an auction for the purchase of a 75% minus two shares stake in Freight One was held on October 28, 2011. The winner was Independent Transportation Company), independent operators and leasing companies strived to enlarge their parks, to some extent unaware of the future market situation. All these formed really high buying activity last year. The main buyers of gondola cars were Promoinvest-M, VTB-Leasing, VEB-Leasing, and Sberbank-Leasing, which rented their railcars to operators. 
One of the latest large purchases was made by the Second Freight Company. It bought 1,750 new gondola cars manufactured by Uralvagonzavod. They were supplied to the customer in the fourth quarter of 2011.
Independent Transportation Company bought railcars on the primary market too. In the words of Alexander Pechurin, CEO of Independent Transportation Company, the company purchased 411 next-generation wagons of  12-196-01 model. “It is an innovative elaboration of Uralvagonzavod that meets the highest international standards. Wagons of this model have an extended distance run between repairs (up to 250,000 kilometres), a higher cargo carrying capacity (up to 75 tons), and the max rated static axleload of 25 tf,” he said.
In the opinion of Mr Pechurin, prices for rolling stock slightly increased in 2011. Dmitry Bovykin, Executive Director at RAIL1520 company, adds that the growth was noticeable at the beginning of the year, and in the middle of summer prices became stable. RAIL1520 formed its park (2,500 units) in 2011. It consists mainly of gondola cars and tank wagons (all of them are new and were manufactured in 2011). Also, the company has purchased vans on the second hand market.

There Is No Shortage of Vans
According to the Institute of Natural Monopolies’ Problems (IPEM), as of the end of 2010, the park of boxcars owned by the Russian Federation amounted to 75,800 units; as of the end of 2011, it was 71,500 units. The largest owner of this type of rolling stock is the Second Freight Company. It owns 24,500 vans, which it received from RZD. In 2011, 4,300 vans were manufactured in Russia and Ukraine (+24% in comparison with 2010). Of those, 1,800 units were put into operation on the Russian railway network. And 6,100 units were removed because of their technical condition (were cut for scrap). Last year, the most active buyers of new vans were Promoinvest-M leasing company, Freight One, Parallel and TransGroup.
According to evaluations by Igor Kurotchenko, Head of Cargo Transportation Research Department of IPEM, nowadays there is no shortage of vans in the Russian market. “We should also take into account that transportation in this type of rolling stock is seasonal, and the demand for it is objectively smaller in winter. Moreover, cargoes, which are traditionally carried in vans, have been redirected to road haulage lately. Thus, there are available resources on the network, consequently, the price for this rolling stock does not increase. At the beginning of 2011, prices for such wagons varied from RUR 2.3 million to RUR 2.5 million according to the car body volume. And at the year-end, the prices were practically the same,” the analyst commented. 
Mr Pechurin agrees that the cargo owners’ demand for vans continues, but the purchase of this type of rolling stock is not one of the priorities of Independent Transportation Company. A few vans owned by the company are used to provide specific operations. Independent Transportation Company intends to develop its business of cargo transportation in gondola cars. “Nowadays, the company’s park is balanced. It will be renewed in 2012 if the need arises, and if new railcars are required to carry out certain projects of our basic clients’ freight base development,” said Mr Pechurin.

Will There Be a Decline Tomorrow?
So, Russian wagon manufacturers increase the supply stage-by-stage. It is enough to say that the number of gondola cars on the Russian railway network grew by approximately 60,000 units in 2011. Simultaneously, no new wagon building capacities were put into operation in Russia last year (The Tikhvin Wagon Building Plant was put into operation in February 2012). 
In the past two years, the producing capacities of the CIS plants tried to catch up with the demand. “The increase in the wagon casting capacities at the end of 2010 allowed to stabilise the situation with prices for railcars, but the demand is still high,” marks Mr Bovykin. “Because of the lack of producing capacities, plants manufacture the most popular product – tank wagons and gondola cars. Production of other types of rolling stock is still at a very low level. We expect that the demand for special rolling stock will increase in the near future, since its park has not been renewed for a long time.”
RAIL1520 is going to continue to expand its park, because it observes a demand for the operating leasing services on the part of its customers. “And the demand is much more than  the 7,000 wagons we planned to buy in 2012,” says Mr Bovykin. “But for the demand, there are two other factors influencing the purchase volume – available railcars in the market, and access to credit financing. From the viewpoint of wagon supplies, one of the advantages of our offer is the direct access to new-generation rolling stock produced by Tikhvin Wagon Building Plant, including innovative Barber-type bogies. We attract credit financing with the help of Russia’s largest banks, in particular, Sberbank. However, it should be taken into account that the situation in the wagon market changes very fast, and it is hard to define the exact volume of the new business.” 
In the opinion of some experts, purchases peaked last year. Starting from 2012, we should expect a decline in the demand for new cargo wagons. Particularly, according to forecasts of the Transport Strategies Centre, Ukrainian wagon building plants will manufacture 40,000-45,000 cargo railcars. Of those, 80-85% will be sold in Russia. Meanwhile, according to the opinion of specialists of the Second Freight Company, the sales volume in Russia may be just 50,000-60,000 units this year, while in 2011 it was more than 102,000. One of the reasons for this is the decrease in the share of writing-off rolling stock, the life-time of which is over (the peak took place in 2009-2010). Although Freight One is completing the active period of writing off, it plans to take out of use another 15,000-17,000 units before 2015. Moreover, the Second Freight Company carries out a complex programme of rolling stock upgrading. In 2012 alone, it plans to buy 9,000 gondola cars and 2,500 vans from different manufacturers.
At the same time, demand for gondola cars may arise among the CIS railway administrations, coal transporters, and coal mining companies in 2012. For example, Kuzbassrazrezugol has already decided on the purchase of 2,500 gondola cars. Freight One plans to buy 14,000 gondola cars made by Uralvagonzavod this year.
In the opinion of most experts, the demand for gondola cars is restrained by high prices. In proportion to the market saturation, the prices for universal wagons will be optimised. It is expected that in 2014-2015, there will be a trend of price decline due to fiercer competition after the Tikhvin Wagon Building Plant, Promtractor-Wagon, and the new assembling yard of Uralvagonzavod in Omsk reach capacity, and the removal of the large wagon casting shortage. According to evaluations by analysts, the market cost of a gondola car will soon reduce to RUR 2.05 million – RUR 2.1 million (nowadays, it amounts to RUR 2.3 million).
Valentin Gapanovich, Senior Vice President of RZD, considers that prices for cargo wagons will start to go down this year because of the surplus of this rolling stock on the network. In the last seven years, Russia and Ukraine produced over half a million cargo railcars. The Russian park consists of 1.1 million units today. In the opinion of RZD, judging by the entire number and demand, the surplus is about 150,000 units. According to preliminary evaluations, approximately 110,000 cargo wagons will be manufactured in Russia and Ukraine this year, but the market demand is just 50,000 units. In the words of Mr Gapanovich, a decline in prices is an accurate trend, because nowadays the cost of Russian wagons surpasses all permissible limits and exceeds that of their American equivalents. 
There may be a surplus in the Russian and the CIS wagon building market by 2014, and this will stimulate wagon builders to reduce prices, diversify production and look for new forms to support the demand.
By Elena Ushkova
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Gondola Cars Are in Great Demand as Usual
In 2011, Russian wagon building plants manufactured 62,800 cargo railcars, 24.4% more than in 2010. 52,300 cargo wagons were produced in Ukraine in that period, a 32.4% increase in comparison with the previous year. This figure is the best in the country’s recent history. In particular, the Kryukov Wagon Building Plant increased production volumes by 18% to 10,750 wagons, and Azovmash by 30% to 16,400 railcars. On the contrary, the Stakhanov Wagon Building Plant manufactured 6,800 cargo wagons and failed to exceed the level of 2010. Specialists of the plant explain this by the shortage of large railcar casting.
Thus, Russian and Ukrainian wagon builders produced over 115,000 cargo railcars (+27% in comparison with 2010). In particular, the number of manufactured gondola cars surpassed 79,400 units (+45%).
Manufacturing was stimulated by the high demand for new wagons. Last year, it was influenced by several factors in Russia: deferred demand formed in 2009-2010, the write-off of a significant number of railcars coming to the end of their lives, and the ambition of some companies to buy wagons for future use. The latter was caused by the intention of cargo owners and their captive operators to guarantee transportation of their production under conditions of uneven distribution of the park managed by RZD. Until the shareholding in Freight One was sold (an auction for the purchase of a 75% minus two shares stake in Freight One was held on October 28, 2011. The winner was Independent Transportation Company), independent operators and leasing companies strived to enlarge their parks, to some extent unaware of the future market situation. All these formed really high buying activity last year. The main buyers of gondola cars were Promoinvest-M, VTB-Leasing, VEB-Leasing, and Sberbank-Leasing, which rented their railcars to operators. 
One of the latest large purchases was made by the Second Freight Company. It bought 1,750 new gondola cars manufactured by Uralvagonzavod. They were supplied to the customer in the fourth quarter of 2011.
Independent Transportation Company bought railcars on the primary market too. In the words of Alexander Pechurin, CEO of Independent Transportation Company, the company purchased 411 next-generation wagons of  12-196-01 model. “It is an innovative elaboration of Uralvagonzavod that meets the highest international standards. Wagons of this model have an extended distance run between repairs (up to 250,000 kilometres), a higher cargo carrying capacity (up to 75 tons), and the max rated static axleload of 25 tf,” he said.
In the opinion of Mr Pechurin, prices for rolling stock slightly increased in 2011. Dmitry Bovykin, Executive Director at RAIL1520 company, adds that the growth was noticeable at the beginning of the year, and in the middle of summer prices became stable. RAIL1520 formed its park (2,500 units) in 2011. It consists mainly of gondola cars and tank wagons (all of them are new and were manufactured in 2011). Also, the company has purchased vans on the second hand market.

There Is No Shortage of Vans
According to the Institute of Natural Monopolies’ Problems (IPEM), as of the end of 2010, the park of boxcars owned by the Russian Federation amounted to 75,800 units; as of the end of 2011, it was 71,500 units. The largest owner of this type of rolling stock is the Second Freight Company. It owns 24,500 vans, which it received from RZD. In 2011, 4,300 vans were manufactured in Russia and Ukraine (+24% in comparison with 2010). Of those, 1,800 units were put into operation on the Russian railway network. And 6,100 units were removed because of their technical condition (were cut for scrap). Last year, the most active buyers of new vans were Promoinvest-M leasing company, Freight One, Parallel and TransGroup.
According to evaluations by Igor Kurotchenko, Head of Cargo Transportation Research Department of IPEM, nowadays there is no shortage of vans in the Russian market. “We should also take into account that transportation in this type of rolling stock is seasonal, and the demand for it is objectively smaller in winter. Moreover, cargoes, which are traditionally carried in vans, have been redirected to road haulage lately. Thus, there are available resources on the network, consequently, the price for this rolling stock does not increase. At the beginning of 2011, prices for such wagons varied from RUR 2.3 million to RUR 2.5 million according to the car body volume. And at the year-end, the prices were practically the same,” the analyst commented. 
Mr Pechurin agrees that the cargo owners’ demand for vans continues, but the purchase of this type of rolling stock is not one of the priorities of Independent Transportation Company. A few vans owned by the company are used to provide specific operations. Independent Transportation Company intends to develop its business of cargo transportation in gondola cars. “Nowadays, the company’s park is balanced. It will be renewed in 2012 if the need arises, and if new railcars are required to carry out certain projects of our basic clients’ freight base development,” said Mr Pechurin.

Will There Be a Decline Tomorrow?
So, Russian wagon manufacturers increase the supply stage-by-stage. It is enough to say that the number of gondola cars on the Russian railway network grew by approximately 60,000 units in 2011. Simultaneously, no new wagon building capacities were put into operation in Russia last year (The Tikhvin Wagon Building Plant was put into operation in February 2012). 
In the past two years, the producing capacities of the CIS plants tried to catch up with the demand. “The increase in the wagon casting capacities at the end of 2010 allowed to stabilise the situation with prices for railcars, but the demand is still high,” marks Mr Bovykin. “Because of the lack of producing capacities, plants manufacture the most popular product – tank wagons and gondola cars. Production of other types of rolling stock is still at a very low level. We expect that the demand for special rolling stock will increase in the near future, since its park has not been renewed for a long time.”
RAIL1520 is going to continue to expand its park, because it observes a demand for the operating leasing services on the part of its customers. “And the demand is much more than  the 7,000 wagons we planned to buy in 2012,” says Mr Bovykin. “But for the demand, there are two other factors influencing the purchase volume – available railcars in the market, and access to credit financing. From the viewpoint of wagon supplies, one of the advantages of our offer is the direct access to new-generation rolling stock produced by Tikhvin Wagon Building Plant, including innovative Barber-type bogies. We attract credit financing with the help of Russia’s largest banks, in particular, Sberbank. However, it should be taken into account that the situation in the wagon market changes very fast, and it is hard to define the exact volume of the new business.” 
In the opinion of some experts, purchases peaked last year. Starting from 2012, we should expect a decline in the demand for new cargo wagons. Particularly, according to forecasts of the Transport Strategies Centre, Ukrainian wagon building plants will manufacture 40,000-45,000 cargo railcars. Of those, 80-85% will be sold in Russia. Meanwhile, according to the opinion of specialists of the Second Freight Company, the sales volume in Russia may be just 50,000-60,000 units this year, while in 2011 it was more than 102,000. One of the reasons for this is the decrease in the share of writing-off rolling stock, the life-time of which is over (the peak took place in 2009-2010). Although Freight One is completing the active period of writing off, it plans to take out of use another 15,000-17,000 units before 2015. Moreover, the Second Freight Company carries out a complex programme of rolling stock upgrading. In 2012 alone, it plans to buy 9,000 gondola cars and 2,500 vans from different manufacturers.
At the same time, demand for gondola cars may arise among the CIS railway administrations, coal transporters, and coal mining companies in 2012. For example, Kuzbassrazrezugol has already decided on the purchase of 2,500 gondola cars. Freight One plans to buy 14,000 gondola cars made by Uralvagonzavod this year.
In the opinion of most experts, the demand for gondola cars is restrained by high prices. In proportion to the market saturation, the prices for universal wagons will be optimised. It is expected that in 2014-2015, there will be a trend of price decline due to fiercer competition after the Tikhvin Wagon Building Plant, Promtractor-Wagon, and the new assembling yard of Uralvagonzavod in Omsk reach capacity, and the removal of the large wagon casting shortage. According to evaluations by analysts, the market cost of a gondola car will soon reduce to RUR 2.05 million – RUR 2.1 million (nowadays, it amounts to RUR 2.3 million).
Valentin Gapanovich, Senior Vice President of RZD, considers that prices for cargo wagons will start to go down this year because of the surplus of this rolling stock on the network. In the last seven years, Russia and Ukraine produced over half a million cargo railcars. The Russian park consists of 1.1 million units today. In the opinion of RZD, judging by the entire number and demand, the surplus is about 150,000 units. According to preliminary evaluations, approximately 110,000 cargo wagons will be manufactured in Russia and Ukraine this year, but the market demand is just 50,000 units. In the words of Mr Gapanovich, a decline in prices is an accurate trend, because nowadays the cost of Russian wagons surpasses all permissible limits and exceeds that of their American equivalents. 
There may be a surplus in the Russian and the CIS wagon building market by 2014, and this will stimulate wagon builders to reduce prices, diversify production and look for new forms to support the demand.
By Elena Ushkova
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Gondola Cars Are in Great Demand as Usual
In 2011, Russian wagon building plants manufactured 62,800 cargo railcars, 24.4% more than in 2010. 52,300 cargo wagons were produced in Ukraine in that period, a 32.4% increase in comparison with the previous year. This figure is the best in the country’s recent history. In particular, the Kryukov Wagon Building Plant increased production volumes by 18% to 10,750 wagons, and Azovmash by 30% to 16,400 railcars. On the contrary, the Stakhanov Wagon Building Plant manufactured 6,800 cargo wagons and failed to exceed the level of 2010. Specialists of the plant explain this by the shortage of large railcar casting.
Thus, Russian and Ukrainian wagon builders produced over 115,000 cargo railcars (+27% in comparison with 2010). In particular, the number of manufactured gondola cars surpassed 79,400 units (+45%).
Manufacturing was stimulated by the high demand for new wagons. Last year, it was influenced by several factors in Russia: deferred demand formed in 2009-2010, the write-off of a significant number of railcars coming to the end of their lives, and the ambition of some companies to buy wagons for future use. The latter was caused by the intention of cargo owners and their captive operators to guarantee transportation of their production under conditions of uneven distribution of the park managed by RZD. Until the shareholding in Freight One was sold (an auction for the purchase of a 75% minus two shares stake in Freight One was held on October 28, 2011. The winner was Independent Transportation Company), independent operators and leasing companies strived to enlarge their parks, to some extent unaware of the future market situation. All these formed really high buying activity last year. The main buyers of gondola cars were Promoinvest-M, VTB-Leasing, VEB-Leasing, and Sberbank-Leasing, which rented their railcars to operators. 
One of the latest large purchases was made by the Second Freight Company. It bought 1,750 new gondola cars manufactured by Uralvagonzavod. They were supplied to the customer in the fourth quarter of 2011.
Independent Transportation Company bought railcars on the primary market too. In the words of Alexander Pechurin, CEO of Independent Transportation Company, the company purchased 411 next-generation wagons of  12-196-01 model. “It is an innovative elaboration of Uralvagonzavod that meets the highest international standards. Wagons of this model have an extended distance run between repairs (up to 250,000 kilometres), a higher cargo carrying capacity (up to 75 tons), and the max rated static axleload of 25 tf,” he said.
In the opinion of Mr Pechurin, prices for rolling stock slightly increased in 2011. Dmitry Bovykin, Executive Director at RAIL1520 company, adds that the growth was noticeable at the beginning of the year, and in the middle of summer prices became stable. RAIL1520 formed its park (2,500 units) in 2011. It consists mainly of gondola cars and tank wagons (all of them are new and were manufactured in 2011). Also, the company has purchased vans on the second hand market.

There Is No Shortage of Vans
According to the Institute of Natural Monopolies’ Problems (IPEM), as of the end of 2010, the park of boxcars owned by the Russian Federation amounted to 75,800 units; as of the end of 2011, it was 71,500 units. The largest owner of this type of rolling stock is the Second Freight Company. It owns 24,500 vans, which it received from RZD. In 2011, 4,300 vans were manufactured in Russia and Ukraine (+24% in comparison with 2010). Of those, 1,800 units were put into operation on the Russian railway network. And 6,100 units were removed because of their technical condition (were cut for scrap). Last year, the most active buyers of new vans were Promoinvest-M leasing company, Freight One, Parallel and TransGroup.
According to evaluations by Igor Kurotchenko, Head of Cargo Transportation Research Department of IPEM, nowadays there is no shortage of vans in the Russian market. “We should also take into account that transportation in this type of rolling stock is seasonal, and the demand for it is objectively smaller in winter. Moreover, cargoes, which are traditionally carried in vans, have been redirected to road haulage lately. Thus, there are available resources on the network, consequently, the price for this rolling stock does not increase. At the beginning of 2011, prices for such wagons varied from RUR 2.3 million to RUR 2.5 million according to the car body volume. And at the year-end, the prices were practically the same,” the analyst commented. 
Mr Pechurin agrees that the cargo owners’ demand for vans continues, but the purchase of this type of rolling stock is not one of the priorities of Independent Transportation Company. A few vans owned by the company are used to provide specific operations. Independent Transportation Company intends to develop its business of cargo transportation in gondola cars. “Nowadays, the company’s park is balanced. It will be renewed in 2012 if the need arises, and if new railcars are required to carry out certain projects of our basic clients’ freight base development,” said Mr Pechurin.

Will There Be a Decline Tomorrow?
So, Russian wagon manufacturers increase the supply stage-by-stage. It is enough to say that the number of gondola cars on the Russian railway network grew by approximately 60,000 units in 2011. Simultaneously, no new wagon building capacities were put into operation in Russia last year (The Tikhvin Wagon Building Plant was put into operation in February 2012). 
In the past two years, the producing capacities of the CIS plants tried to catch up with the demand. “The increase in the wagon casting capacities at the end of 2010 allowed to stabilise the situation with prices for railcars, but the demand is still high,” marks Mr Bovykin. “Because of the lack of producing capacities, plants manufacture the most popular product – tank wagons and gondola cars. Production of other types of rolling stock is still at a very low level. We expect that the demand for special rolling stock will increase in the near future, since its park has not been renewed for a long time.”
RAIL1520 is going to continue to expand its park, because it observes a demand for the operating leasing services on the part of its customers. “And the demand is much more than  the 7,000 wagons we planned to buy in 2012,” says Mr Bovykin. “But for the demand, there are two other factors influencing the purchase volume – available railcars in the market, and access to credit financing. From the viewpoint of wagon supplies, one of the advantages of our offer is the direct access to new-generation rolling stock produced by Tikhvin Wagon Building Plant, including innovative Barber-type bogies. We attract credit financing with the help of Russia’s largest banks, in particular, Sberbank. However, it should be taken into account that the situation in the wagon market changes very fast, and it is hard to define the exact volume of the new business.” 
In the opinion of some experts, purchases peaked last year. Starting from 2012, we should expect a decline in the demand for new cargo wagons. Particularly, according to forecasts of the Transport Strategies Centre, Ukrainian wagon building plants will manufacture 40,000-45,000 cargo railcars. Of those, 80-85% will be sold in Russia. Meanwhile, according to the opinion of specialists of the Second Freight Company, the sales volume in Russia may be just 50,000-60,000 units this year, while in 2011 it was more than 102,000. One of the reasons for this is the decrease in the share of writing-off rolling stock, the life-time of which is over (the peak took place in 2009-2010). Although Freight One is completing the active period of writing off, it plans to take out of use another 15,000-17,000 units before 2015. Moreover, the Second Freight Company carries out a complex programme of rolling stock upgrading. In 2012 alone, it plans to buy 9,000 gondola cars and 2,500 vans from different manufacturers.
At the same time, demand for gondola cars may arise among the CIS railway administrations, coal transporters, and coal mining companies in 2012. For example, Kuzbassrazrezugol has already decided on the purchase of 2,500 gondola cars. Freight One plans to buy 14,000 gondola cars made by Uralvagonzavod this year.
In the opinion of most experts, the demand for gondola cars is restrained by high prices. In proportion to the market saturation, the prices for universal wagons will be optimised. It is expected that in 2014-2015, there will be a trend of price decline due to fiercer competition after the Tikhvin Wagon Building Plant, Promtractor-Wagon, and the new assembling yard of Uralvagonzavod in Omsk reach capacity, and the removal of the large wagon casting shortage. According to evaluations by analysts, the market cost of a gondola car will soon reduce to RUR 2.05 million – RUR 2.1 million (nowadays, it amounts to RUR 2.3 million).
Valentin Gapanovich, Senior Vice President of RZD, considers that prices for cargo wagons will start to go down this year because of the surplus of this rolling stock on the network. In the last seven years, Russia and Ukraine produced over half a million cargo railcars. The Russian park consists of 1.1 million units today. In the opinion of RZD, judging by the entire number and demand, the surplus is about 150,000 units. According to preliminary evaluations, approximately 110,000 cargo wagons will be manufactured in Russia and Ukraine this year, but the market demand is just 50,000 units. In the words of Mr Gapanovich, a decline in prices is an accurate trend, because nowadays the cost of Russian wagons surpasses all permissible limits and exceeds that of their American equivalents. 
There may be a surplus in the Russian and the CIS wagon building market by 2014, and this will stimulate wagon builders to reduce prices, diversify production and look for new forms to support the demand.
By Elena Ushkova
    [~DETAIL_TEXT] => 
Gondola Cars Are in Great Demand as Usual
In 2011, Russian wagon building plants manufactured 62,800 cargo railcars, 24.4% more than in 2010. 52,300 cargo wagons were produced in Ukraine in that period, a 32.4% increase in comparison with the previous year. This figure is the best in the country’s recent history. In particular, the Kryukov Wagon Building Plant increased production volumes by 18% to 10,750 wagons, and Azovmash by 30% to 16,400 railcars. On the contrary, the Stakhanov Wagon Building Plant manufactured 6,800 cargo wagons and failed to exceed the level of 2010. Specialists of the plant explain this by the shortage of large railcar casting.
Thus, Russian and Ukrainian wagon builders produced over 115,000 cargo railcars (+27% in comparison with 2010). In particular, the number of manufactured gondola cars surpassed 79,400 units (+45%).
Manufacturing was stimulated by the high demand for new wagons. Last year, it was influenced by several factors in Russia: deferred demand formed in 2009-2010, the write-off of a significant number of railcars coming to the end of their lives, and the ambition of some companies to buy wagons for future use. The latter was caused by the intention of cargo owners and their captive operators to guarantee transportation of their production under conditions of uneven distribution of the park managed by RZD. Until the shareholding in Freight One was sold (an auction for the purchase of a 75% minus two shares stake in Freight One was held on October 28, 2011. The winner was Independent Transportation Company), independent operators and leasing companies strived to enlarge their parks, to some extent unaware of the future market situation. All these formed really high buying activity last year. The main buyers of gondola cars were Promoinvest-M, VTB-Leasing, VEB-Leasing, and Sberbank-Leasing, which rented their railcars to operators. 
One of the latest large purchases was made by the Second Freight Company. It bought 1,750 new gondola cars manufactured by Uralvagonzavod. They were supplied to the customer in the fourth quarter of 2011.
Independent Transportation Company bought railcars on the primary market too. In the words of Alexander Pechurin, CEO of Independent Transportation Company, the company purchased 411 next-generation wagons of  12-196-01 model. “It is an innovative elaboration of Uralvagonzavod that meets the highest international standards. Wagons of this model have an extended distance run between repairs (up to 250,000 kilometres), a higher cargo carrying capacity (up to 75 tons), and the max rated static axleload of 25 tf,” he said.
In the opinion of Mr Pechurin, prices for rolling stock slightly increased in 2011. Dmitry Bovykin, Executive Director at RAIL1520 company, adds that the growth was noticeable at the beginning of the year, and in the middle of summer prices became stable. RAIL1520 formed its park (2,500 units) in 2011. It consists mainly of gondola cars and tank wagons (all of them are new and were manufactured in 2011). Also, the company has purchased vans on the second hand market.

There Is No Shortage of Vans
According to the Institute of Natural Monopolies’ Problems (IPEM), as of the end of 2010, the park of boxcars owned by the Russian Federation amounted to 75,800 units; as of the end of 2011, it was 71,500 units. The largest owner of this type of rolling stock is the Second Freight Company. It owns 24,500 vans, which it received from RZD. In 2011, 4,300 vans were manufactured in Russia and Ukraine (+24% in comparison with 2010). Of those, 1,800 units were put into operation on the Russian railway network. And 6,100 units were removed because of their technical condition (were cut for scrap). Last year, the most active buyers of new vans were Promoinvest-M leasing company, Freight One, Parallel and TransGroup.
According to evaluations by Igor Kurotchenko, Head of Cargo Transportation Research Department of IPEM, nowadays there is no shortage of vans in the Russian market. “We should also take into account that transportation in this type of rolling stock is seasonal, and the demand for it is objectively smaller in winter. Moreover, cargoes, which are traditionally carried in vans, have been redirected to road haulage lately. Thus, there are available resources on the network, consequently, the price for this rolling stock does not increase. At the beginning of 2011, prices for such wagons varied from RUR 2.3 million to RUR 2.5 million according to the car body volume. And at the year-end, the prices were practically the same,” the analyst commented. 
Mr Pechurin agrees that the cargo owners’ demand for vans continues, but the purchase of this type of rolling stock is not one of the priorities of Independent Transportation Company. A few vans owned by the company are used to provide specific operations. Independent Transportation Company intends to develop its business of cargo transportation in gondola cars. “Nowadays, the company’s park is balanced. It will be renewed in 2012 if the need arises, and if new railcars are required to carry out certain projects of our basic clients’ freight base development,” said Mr Pechurin.

Will There Be a Decline Tomorrow?
So, Russian wagon manufacturers increase the supply stage-by-stage. It is enough to say that the number of gondola cars on the Russian railway network grew by approximately 60,000 units in 2011. Simultaneously, no new wagon building capacities were put into operation in Russia last year (The Tikhvin Wagon Building Plant was put into operation in February 2012). 
In the past two years, the producing capacities of the CIS plants tried to catch up with the demand. “The increase in the wagon casting capacities at the end of 2010 allowed to stabilise the situation with prices for railcars, but the demand is still high,” marks Mr Bovykin. “Because of the lack of producing capacities, plants manufacture the most popular product – tank wagons and gondola cars. Production of other types of rolling stock is still at a very low level. We expect that the demand for special rolling stock will increase in the near future, since its park has not been renewed for a long time.”
RAIL1520 is going to continue to expand its park, because it observes a demand for the operating leasing services on the part of its customers. “And the demand is much more than  the 7,000 wagons we planned to buy in 2012,” says Mr Bovykin. “But for the demand, there are two other factors influencing the purchase volume – available railcars in the market, and access to credit financing. From the viewpoint of wagon supplies, one of the advantages of our offer is the direct access to new-generation rolling stock produced by Tikhvin Wagon Building Plant, including innovative Barber-type bogies. We attract credit financing with the help of Russia’s largest banks, in particular, Sberbank. However, it should be taken into account that the situation in the wagon market changes very fast, and it is hard to define the exact volume of the new business.” 
In the opinion of some experts, purchases peaked last year. Starting from 2012, we should expect a decline in the demand for new cargo wagons. Particularly, according to forecasts of the Transport Strategies Centre, Ukrainian wagon building plants will manufacture 40,000-45,000 cargo railcars. Of those, 80-85% will be sold in Russia. Meanwhile, according to the opinion of specialists of the Second Freight Company, the sales volume in Russia may be just 50,000-60,000 units this year, while in 2011 it was more than 102,000. One of the reasons for this is the decrease in the share of writing-off rolling stock, the life-time of which is over (the peak took place in 2009-2010). Although Freight One is completing the active period of writing off, it plans to take out of use another 15,000-17,000 units before 2015. Moreover, the Second Freight Company carries out a complex programme of rolling stock upgrading. In 2012 alone, it plans to buy 9,000 gondola cars and 2,500 vans from different manufacturers.
At the same time, demand for gondola cars may arise among the CIS railway administrations, coal transporters, and coal mining companies in 2012. For example, Kuzbassrazrezugol has already decided on the purchase of 2,500 gondola cars. Freight One plans to buy 14,000 gondola cars made by Uralvagonzavod this year.
In the opinion of most experts, the demand for gondola cars is restrained by high prices. In proportion to the market saturation, the prices for universal wagons will be optimised. It is expected that in 2014-2015, there will be a trend of price decline due to fiercer competition after the Tikhvin Wagon Building Plant, Promtractor-Wagon, and the new assembling yard of Uralvagonzavod in Omsk reach capacity, and the removal of the large wagon casting shortage. According to evaluations by analysts, the market cost of a gondola car will soon reduce to RUR 2.05 million – RUR 2.1 million (nowadays, it amounts to RUR 2.3 million).
Valentin Gapanovich, Senior Vice President of RZD, considers that prices for cargo wagons will start to go down this year because of the surplus of this rolling stock on the network. In the last seven years, Russia and Ukraine produced over half a million cargo railcars. The Russian park consists of 1.1 million units today. In the opinion of RZD, judging by the entire number and demand, the surplus is about 150,000 units. According to preliminary evaluations, approximately 110,000 cargo wagons will be manufactured in Russia and Ukraine this year, but the market demand is just 50,000 units. In the words of Mr Gapanovich, a decline in prices is an accurate trend, because nowadays the cost of Russian wagons surpasses all permissible limits and exceeds that of their American equivalents. 
There may be a surplus in the Russian and the CIS wagon building market by 2014, and this will stimulate wagon builders to reduce prices, diversify production and look for new forms to support the demand.
By Elena Ushkova
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Operators Are Ready
The appearance of private transporters is envisaged in the Target Model of Cargo Transportation Market Development to 2015. According to it, two possible schemes for the appearance of alternative transporters on the network are offered. The first envisages that a transporter, which will be defined at a tender, will get a 5-10 year monopoly on a 200-700 kilometre dead-end railway section. The latter must not have entries to ports or border crossings. It must be located far from international transport corridors and have a normal carrying capacity. Also, passenger transportation must not dominate on this section. 
The second variant allows several transporters to work on specified lines. They are supposed to compete with each other and with RZD as well. 
“At the stage of formation of the competition sector of transportation services, private operators’ demand for the purchase of own locomotive is determined by their ambition to cut expenses on freight transportation,” say specialists at Sinara – Transport Machines holding company. “Not only private operators, but also metallurgical, ore mining, and processing enterprises and companies from other industries, are interested in long-distance cargo transportation, and need their own locomotives.”
The PR service of the largest manufacturer of locomotives in Russia – Transmashholding – reports that the company “successfully fulfills tasks connected with output increase, expansion of the range of products and the simultaneous improvement of the quality of production,” that is why its specialists “do not doubt that the holding company will be able to fulfill the orders of railwaymen.”
At the moment only several operators have their own locomotives – NPK, BaltTransService, NefteTransService, Transoil, Transgarant, etc. The machines are exploited on small sections (not more than 1,200 kilometres). A significant portion was purchased by companies in 2004-2006 and consists of second-hand machinery. “At the beginning of 2008, private companies stopped purchasing locomotives because of the vague legal status of the private motive power fleet,” says Mr Shpakov.
Specialists at STM consider that RZD and private owners of locomotives will look to achieve the pre-crisis purchase volume. The company estimates the demand for shunting diesel locomotives on the RF and the CIS market at 200 units per annum in the short-term, and not less than 300-350 units per annum in the mid-term. Nowadays, even RZD needs new pulling rolling stock badly. Today, the company’s park consists of 20,000 locomotives, which could seem quite enough. The problem is connected not with the number but with the quality of machinery. The age of most diesel and electric locomotives amounts to 25-30 years (the operating time of an electric locomotive is 33 years, that of a diesel locomotive is 26 years), over 1,000 units are withdrawn from service annually.

Who Will Produce More?
Transmashholding intends to manufacture 695 locomotive units of all types this year. As representatives of the company say, shunting diesel locomotives are popular in different industries. Moreover, the holding company has already concluded contracts with RZD for the period to 2020 on supply of next generation electric locomotives, developed in cooperation with Alstom – EP20 and 2ES5. Transmashholding does not speak about the orders from private operators, but states that they discuss the supply with their potential customers – railway administrations and private companies.
“The market in locomotives has a number of peculiarities. The production volume on the market, even in such a large country as Russia, is just hundreds of units per annum. On the other hand, the cost of a locomotive is rather high. As a result, every contract for the supply of such production is discussed individually, the price policy of manufacturers depends on a lot of factors and is highly flexible,” say specialists at Transmashholding.
STM supplied 23 diesel locomotives of TEM7AM type to RZD last year. In 2012, the company is going to supply at least 20 shunting diesel locomotives. STM is oriented at mastering new opportunities, which will appear soon after the market of independent transporters is formed. “Already now, STM highly appreciates its opportunities. An example of it is the contract concluded by STM and Mechel-Trans-Vostok in the third quarter of 2010 on supply of eighteen 8-axle mainline diesel locomotives of TE8 type to organise transportation from the Elga coal field,” say specialists of the company.
Transmashholding expects an increase in the demand for locomotives this year: a number of industrial enterprises declared the extension of their investment programmes, due to which they renew their motive power fleet actively. Today, the holding company works on new shunting diesel locomotives – module TEM-TMH, equipped with an engine of Wärtsilä TEM18V, double-diesel TEM33, and hybrid TEM35.
This year, STM is going to manufacture a double-diesel shunting diesel locomotive TEM14 and a diesel locomotive TEM9N with a hybrid engine unit. These two models are economic modifications of diesel locomotives, that is why they can be potentially interesting for RZD. Nowadays, Russian plants are loaded with orders from RZD, however, in the opinion of Mr Shpakov, there are vacant business segments on the market. Also, there is an opportunity to buy second-hand locomotives in other CIS countries and place orders at new enterprises in Russia and Kazakhstan. “I believe, there are no peculiar difficulties connected with the technical opportunity of locomotive manufacturing. The main thing for machine builders is the availability of solvent demand. Potential customers are ready for it. If anybody is not able to buy locomotives with their own financial resources, he or she can always use attracted means. The major problem is that the economy of private transporters operates in conditions of legal ambiguity. That is why all plans for purchasing locomotives are at a stage of conceptualisation, nobody takes actions to work them out in detail. However, a lot of companies, and we too, are interested in such an opportunity,” says Alexander Pechurin, CEO of NTK. 
By Kristina Alexandrova
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Operators Are Ready
The appearance of private transporters is envisaged in the Target Model of Cargo Transportation Market Development to 2015. According to it, two possible schemes for the appearance of alternative transporters on the network are offered. The first envisages that a transporter, which will be defined at a tender, will get a 5-10 year monopoly on a 200-700 kilometre dead-end railway section. The latter must not have entries to ports or border crossings. It must be located far from international transport corridors and have a normal carrying capacity. Also, passenger transportation must not dominate on this section. 
The second variant allows several transporters to work on specified lines. They are supposed to compete with each other and with RZD as well. 
“At the stage of formation of the competition sector of transportation services, private operators’ demand for the purchase of own locomotive is determined by their ambition to cut expenses on freight transportation,” say specialists at Sinara – Transport Machines holding company. “Not only private operators, but also metallurgical, ore mining, and processing enterprises and companies from other industries, are interested in long-distance cargo transportation, and need their own locomotives.”
The PR service of the largest manufacturer of locomotives in Russia – Transmashholding – reports that the company “successfully fulfills tasks connected with output increase, expansion of the range of products and the simultaneous improvement of the quality of production,” that is why its specialists “do not doubt that the holding company will be able to fulfill the orders of railwaymen.”
At the moment only several operators have their own locomotives – NPK, BaltTransService, NefteTransService, Transoil, Transgarant, etc. The machines are exploited on small sections (not more than 1,200 kilometres). A significant portion was purchased by companies in 2004-2006 and consists of second-hand machinery. “At the beginning of 2008, private companies stopped purchasing locomotives because of the vague legal status of the private motive power fleet,” says Mr Shpakov.
Specialists at STM consider that RZD and private owners of locomotives will look to achieve the pre-crisis purchase volume. The company estimates the demand for shunting diesel locomotives on the RF and the CIS market at 200 units per annum in the short-term, and not less than 300-350 units per annum in the mid-term. Nowadays, even RZD needs new pulling rolling stock badly. Today, the company’s park consists of 20,000 locomotives, which could seem quite enough. The problem is connected not with the number but with the quality of machinery. The age of most diesel and electric locomotives amounts to 25-30 years (the operating time of an electric locomotive is 33 years, that of a diesel locomotive is 26 years), over 1,000 units are withdrawn from service annually.

Who Will Produce More?
Transmashholding intends to manufacture 695 locomotive units of all types this year. As representatives of the company say, shunting diesel locomotives are popular in different industries. Moreover, the holding company has already concluded contracts with RZD for the period to 2020 on supply of next generation electric locomotives, developed in cooperation with Alstom – EP20 and 2ES5. Transmashholding does not speak about the orders from private operators, but states that they discuss the supply with their potential customers – railway administrations and private companies.
“The market in locomotives has a number of peculiarities. The production volume on the market, even in such a large country as Russia, is just hundreds of units per annum. On the other hand, the cost of a locomotive is rather high. As a result, every contract for the supply of such production is discussed individually, the price policy of manufacturers depends on a lot of factors and is highly flexible,” say specialists at Transmashholding.
STM supplied 23 diesel locomotives of TEM7AM type to RZD last year. In 2012, the company is going to supply at least 20 shunting diesel locomotives. STM is oriented at mastering new opportunities, which will appear soon after the market of independent transporters is formed. “Already now, STM highly appreciates its opportunities. An example of it is the contract concluded by STM and Mechel-Trans-Vostok in the third quarter of 2010 on supply of eighteen 8-axle mainline diesel locomotives of TE8 type to organise transportation from the Elga coal field,” say specialists of the company.
Transmashholding expects an increase in the demand for locomotives this year: a number of industrial enterprises declared the extension of their investment programmes, due to which they renew their motive power fleet actively. Today, the holding company works on new shunting diesel locomotives – module TEM-TMH, equipped with an engine of Wärtsilä TEM18V, double-diesel TEM33, and hybrid TEM35.
This year, STM is going to manufacture a double-diesel shunting diesel locomotive TEM14 and a diesel locomotive TEM9N with a hybrid engine unit. These two models are economic modifications of diesel locomotives, that is why they can be potentially interesting for RZD. Nowadays, Russian plants are loaded with orders from RZD, however, in the opinion of Mr Shpakov, there are vacant business segments on the market. Also, there is an opportunity to buy second-hand locomotives in other CIS countries and place orders at new enterprises in Russia and Kazakhstan. “I believe, there are no peculiar difficulties connected with the technical opportunity of locomotive manufacturing. The main thing for machine builders is the availability of solvent demand. Potential customers are ready for it. If anybody is not able to buy locomotives with their own financial resources, he or she can always use attracted means. The major problem is that the economy of private transporters operates in conditions of legal ambiguity. That is why all plans for purchasing locomotives are at a stage of conceptualisation, nobody takes actions to work them out in detail. However, a lot of companies, and we too, are interested in such an opportunity,” says Alexander Pechurin, CEO of NTK. 
By Kristina Alexandrova
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Operators Are Ready
The appearance of private transporters is envisaged in the Target Model of Cargo Transportation Market Development to 2015. According to it, two possible schemes for the appearance of alternative transporters on the network are offered. The first envisages that a transporter, which will be defined at a tender, will get a 5-10 year monopoly on a 200-700 kilometre dead-end railway section. The latter must not have entries to ports or border crossings. It must be located far from international transport corridors and have a normal carrying capacity. Also, passenger transportation must not dominate on this section. 
The second variant allows several transporters to work on specified lines. They are supposed to compete with each other and with RZD as well. 
“At the stage of formation of the competition sector of transportation services, private operators’ demand for the purchase of own locomotive is determined by their ambition to cut expenses on freight transportation,” say specialists at Sinara – Transport Machines holding company. “Not only private operators, but also metallurgical, ore mining, and processing enterprises and companies from other industries, are interested in long-distance cargo transportation, and need their own locomotives.”
The PR service of the largest manufacturer of locomotives in Russia – Transmashholding – reports that the company “successfully fulfills tasks connected with output increase, expansion of the range of products and the simultaneous improvement of the quality of production,” that is why its specialists “do not doubt that the holding company will be able to fulfill the orders of railwaymen.”
At the moment only several operators have their own locomotives – NPK, BaltTransService, NefteTransService, Transoil, Transgarant, etc. The machines are exploited on small sections (not more than 1,200 kilometres). A significant portion was purchased by companies in 2004-2006 and consists of second-hand machinery. “At the beginning of 2008, private companies stopped purchasing locomotives because of the vague legal status of the private motive power fleet,” says Mr Shpakov.
Specialists at STM consider that RZD and private owners of locomotives will look to achieve the pre-crisis purchase volume. The company estimates the demand for shunting diesel locomotives on the RF and the CIS market at 200 units per annum in the short-term, and not less than 300-350 units per annum in the mid-term. Nowadays, even RZD needs new pulling rolling stock badly. Today, the company’s park consists of 20,000 locomotives, which could seem quite enough. The problem is connected not with the number but with the quality of machinery. The age of most diesel and electric locomotives amounts to 25-30 years (the operating time of an electric locomotive is 33 years, that of a diesel locomotive is 26 years), over 1,000 units are withdrawn from service annually.

Who Will Produce More?
Transmashholding intends to manufacture 695 locomotive units of all types this year. As representatives of the company say, shunting diesel locomotives are popular in different industries. Moreover, the holding company has already concluded contracts with RZD for the period to 2020 on supply of next generation electric locomotives, developed in cooperation with Alstom – EP20 and 2ES5. Transmashholding does not speak about the orders from private operators, but states that they discuss the supply with their potential customers – railway administrations and private companies.
“The market in locomotives has a number of peculiarities. The production volume on the market, even in such a large country as Russia, is just hundreds of units per annum. On the other hand, the cost of a locomotive is rather high. As a result, every contract for the supply of such production is discussed individually, the price policy of manufacturers depends on a lot of factors and is highly flexible,” say specialists at Transmashholding.
STM supplied 23 diesel locomotives of TEM7AM type to RZD last year. In 2012, the company is going to supply at least 20 shunting diesel locomotives. STM is oriented at mastering new opportunities, which will appear soon after the market of independent transporters is formed. “Already now, STM highly appreciates its opportunities. An example of it is the contract concluded by STM and Mechel-Trans-Vostok in the third quarter of 2010 on supply of eighteen 8-axle mainline diesel locomotives of TE8 type to organise transportation from the Elga coal field,” say specialists of the company.
Transmashholding expects an increase in the demand for locomotives this year: a number of industrial enterprises declared the extension of their investment programmes, due to which they renew their motive power fleet actively. Today, the holding company works on new shunting diesel locomotives – module TEM-TMH, equipped with an engine of Wärtsilä TEM18V, double-diesel TEM33, and hybrid TEM35.
This year, STM is going to manufacture a double-diesel shunting diesel locomotive TEM14 and a diesel locomotive TEM9N with a hybrid engine unit. These two models are economic modifications of diesel locomotives, that is why they can be potentially interesting for RZD. Nowadays, Russian plants are loaded with orders from RZD, however, in the opinion of Mr Shpakov, there are vacant business segments on the market. Also, there is an opportunity to buy second-hand locomotives in other CIS countries and place orders at new enterprises in Russia and Kazakhstan. “I believe, there are no peculiar difficulties connected with the technical opportunity of locomotive manufacturing. The main thing for machine builders is the availability of solvent demand. Potential customers are ready for it. If anybody is not able to buy locomotives with their own financial resources, he or she can always use attracted means. The major problem is that the economy of private transporters operates in conditions of legal ambiguity. That is why all plans for purchasing locomotives are at a stage of conceptualisation, nobody takes actions to work them out in detail. However, a lot of companies, and we too, are interested in such an opportunity,” says Alexander Pechurin, CEO of NTK. 
By Kristina Alexandrova
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Operators Are Ready
The appearance of private transporters is envisaged in the Target Model of Cargo Transportation Market Development to 2015. According to it, two possible schemes for the appearance of alternative transporters on the network are offered. The first envisages that a transporter, which will be defined at a tender, will get a 5-10 year monopoly on a 200-700 kilometre dead-end railway section. The latter must not have entries to ports or border crossings. It must be located far from international transport corridors and have a normal carrying capacity. Also, passenger transportation must not dominate on this section. 
The second variant allows several transporters to work on specified lines. They are supposed to compete with each other and with RZD as well. 
“At the stage of formation of the competition sector of transportation services, private operators’ demand for the purchase of own locomotive is determined by their ambition to cut expenses on freight transportation,” say specialists at Sinara – Transport Machines holding company. “Not only private operators, but also metallurgical, ore mining, and processing enterprises and companies from other industries, are interested in long-distance cargo transportation, and need their own locomotives.”
The PR service of the largest manufacturer of locomotives in Russia – Transmashholding – reports that the company “successfully fulfills tasks connected with output increase, expansion of the range of products and the simultaneous improvement of the quality of production,” that is why its specialists “do not doubt that the holding company will be able to fulfill the orders of railwaymen.”
At the moment only several operators have their own locomotives – NPK, BaltTransService, NefteTransService, Transoil, Transgarant, etc. The machines are exploited on small sections (not more than 1,200 kilometres). A significant portion was purchased by companies in 2004-2006 and consists of second-hand machinery. “At the beginning of 2008, private companies stopped purchasing locomotives because of the vague legal status of the private motive power fleet,” says Mr Shpakov.
Specialists at STM consider that RZD and private owners of locomotives will look to achieve the pre-crisis purchase volume. The company estimates the demand for shunting diesel locomotives on the RF and the CIS market at 200 units per annum in the short-term, and not less than 300-350 units per annum in the mid-term. Nowadays, even RZD needs new pulling rolling stock badly. Today, the company’s park consists of 20,000 locomotives, which could seem quite enough. The problem is connected not with the number but with the quality of machinery. The age of most diesel and electric locomotives amounts to 25-30 years (the operating time of an electric locomotive is 33 years, that of a diesel locomotive is 26 years), over 1,000 units are withdrawn from service annually.

Who Will Produce More?
Transmashholding intends to manufacture 695 locomotive units of all types this year. As representatives of the company say, shunting diesel locomotives are popular in different industries. Moreover, the holding company has already concluded contracts with RZD for the period to 2020 on supply of next generation electric locomotives, developed in cooperation with Alstom – EP20 and 2ES5. Transmashholding does not speak about the orders from private operators, but states that they discuss the supply with their potential customers – railway administrations and private companies.
“The market in locomotives has a number of peculiarities. The production volume on the market, even in such a large country as Russia, is just hundreds of units per annum. On the other hand, the cost of a locomotive is rather high. As a result, every contract for the supply of such production is discussed individually, the price policy of manufacturers depends on a lot of factors and is highly flexible,” say specialists at Transmashholding.
STM supplied 23 diesel locomotives of TEM7AM type to RZD last year. In 2012, the company is going to supply at least 20 shunting diesel locomotives. STM is oriented at mastering new opportunities, which will appear soon after the market of independent transporters is formed. “Already now, STM highly appreciates its opportunities. An example of it is the contract concluded by STM and Mechel-Trans-Vostok in the third quarter of 2010 on supply of eighteen 8-axle mainline diesel locomotives of TE8 type to organise transportation from the Elga coal field,” say specialists of the company.
Transmashholding expects an increase in the demand for locomotives this year: a number of industrial enterprises declared the extension of their investment programmes, due to which they renew their motive power fleet actively. Today, the holding company works on new shunting diesel locomotives – module TEM-TMH, equipped with an engine of Wärtsilä TEM18V, double-diesel TEM33, and hybrid TEM35.
This year, STM is going to manufacture a double-diesel shunting diesel locomotive TEM14 and a diesel locomotive TEM9N with a hybrid engine unit. These two models are economic modifications of diesel locomotives, that is why they can be potentially interesting for RZD. Nowadays, Russian plants are loaded with orders from RZD, however, in the opinion of Mr Shpakov, there are vacant business segments on the market. Also, there is an opportunity to buy second-hand locomotives in other CIS countries and place orders at new enterprises in Russia and Kazakhstan. “I believe, there are no peculiar difficulties connected with the technical opportunity of locomotive manufacturing. The main thing for machine builders is the availability of solvent demand. Potential customers are ready for it. If anybody is not able to buy locomotives with their own financial resources, he or she can always use attracted means. The major problem is that the economy of private transporters operates in conditions of legal ambiguity. That is why all plans for purchasing locomotives are at a stage of conceptualisation, nobody takes actions to work them out in detail. However, a lot of companies, and we too, are interested in such an opportunity,” says Alexander Pechurin, CEO of NTK. 
By Kristina Alexandrova
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More expensive...
– Mr Yakovlev, how do container terminals in Russia and other CIS countries compare to their counterparts in Western Europe ? Are there any particular issues shippers have to consider?
– There are several factors to take into account. For one, container handling is more expensive in Russia than in other ports of Western Europe. Perhaps more competition would not do any harm. Greater competition should only increase efficiencies at all major container terminals. Secondly, most container terminals in St Petersburg were neglected in the past. The situation has significantly been improved, however further investments are required. And that is not just capital and IT infrastructure in the terminals such as further railheads, extra reefer plugs, designated areas for hazardous goods or warehouses for receiving and devanning containers with groupage cargo. More needs to be done in the hinterland too. For instance, additional warehouses for bonded and non bonded goods to ease the pain of the terminals used as warehouses, better road connections etc. Another vital factor is better interaction with the customs authorities. It is has been a perennial problem for some time. Simpler and more efficient customs procedures are badly needed. Less inspections and all sorts of checks by the customs authorities will cause less disruption in terminal operations and achieve smoother running of the port overall. Customs procedures will most probably be simplified should Russia join WTO. But this is rather a long term view. 

... more cold...
– The port of St Petersburg is the main gateway for containers into the Russian Federation. How significant is the problem of congestion here? Does it play a key role in the level of service quality? How should the key market players go about it?
– We are back to point one. Due to the lack of investment in port infrastructure, container terminals had not been able to cope with increased volumes. Let us consider pre-2008 financial crisis volumes. Most terminals were not ready to receive such large volumes. Add a severe winter, which still does occur from time to time, and the pain is felt by everyone. Congestion certainly does play a key role in the level of service. Increased transit time, additional costs for a quay rent, demmurage and extra surcharges passed on by shipping lines and terminals do nothing good for the shippers. It is difficult to comment how one can completely alleviate this problem. The shippers and shipping lines can certainly either use alternative ports to relieve the pressure off St Petersburg but that is not the long-term solution and some consignees still require Baltic customs for clearance of their goods. The problem will persist unless new capacity will come online. And that is where I believe Ust Luga comes in. 
This port has a great potential. It was virtually built on the greenfield site and is not constrained physically as St Petersburg’s terminals are. Investment in container terminals such as Ust Luga is necessary not just for solving the congestion but also for strategic reasons. 
If St Peterburg to become a local hub then much more will have to be done. At the moment the terminals lack the clout required to attract bigger players. And resolving the issue of congestion is one step on the way of becoming a leading regional player.
Congestion is only a question of time. It is very important that more capacity comes on to the market over the next few years. It may not look like it is the case now, but the bigger picture tells otherwise if we are to avoid congestion problems of the boom times. It looks like we have survived the Greek drama. There is a degree of certainty on global financial markets now and the global economy will incrementally grow over the next few years. It wont be a dynamic growth though. Volumes will not fall off the cliff but will gradually grow. Oil prices are staying high too which is a sure tell tale sign Russia will continue importing. In short, it is a matter of time before we start experiencing capacity issues. Surely, it is better to prepare before that time comes. 

... but there are signs of improvement...
– The Russian container terminals have been competing with container terminals in Ukraine, Finland and the Baltic States. Do you think there are major service and price differences between, for example, the St Petersburg and Finish stevedores? 
– Once again underinvestment in the infrastructure in the past is directly reflected upon the quality of service. Years of underinvestment is clear during the peak times or non core businesses. As an example let us consider receiving groupage containers in St Petersburg port. And trying to de-van it. Or consider receiving export goods by a curtain sided trailer and reloading it into a container. There is not enough competition. Reloading stations are simply not there. That is being changed now and there are signs of improvement but one should not rest on its laurels. 
There are two more points to consider. 
One being the credibility and consistency to deliver quality service. How well the port is prepared to cope with unexpected severe weather? Are there any procedures and safeguards in place? Is there a back up plan? It is not just a question of being able to handle big volumes, but also to make sure it can be done in orderly manner over a period of time.
The second being customs clearance which plays an immense role. It is not a secret that particular commodity groups are preferred to be cleared in hinterland depots rather than in St Petersburg port. Arranging VTT in St Petersburg maybe a longwinded process. Just compare the lists of documents required to arrange a bond in St Petersburg vs Klaipeda. 
For example for goods cleared in Moscow it is sometimes much easier, quicker and cheaper to arrange bonded haulage in the ports of Baltic countries or Finland. 
It becomes apparent that nearby ports are cheaper (one has to consider value for money ratio rather than compare it in absolute terms), quicker and easier especially for regular traffic. Hence routing via these alternative ports which live on the back of Russian transit containers. 
It has to be reminded though that only certain commodity groups and goods upto certain weights enjoy such setups. 
– The North-West of Russia will soon see two new container terminals: Ust Luga and Bronka. The owners of existing terminals in St Petersburg are feared to lose some volumes to the new facilities as well as feel the downward pressure for container handling prices.
– In short, the answer is yes and no. For example, First Container Terminal and Petrolesport in St Petersburg have a head start against Ust Luga. But it will only be a matter of time before Ust Luga catches up. It will take just one 2000 TEU vessel of a deep sea carrier to discharge in Ust Luga for customs brokers, hauliers and other supporting industries to setup own representative offices and move to the new port. The new capacity will certainly take away some volumes from existing terminals and drive THC down in the medium term. In the longer term though as the world economy picks up so will volumes at all container terminals of St Peterburg. Port of St Peterburg requires more container handling capacity. There are shipping lines considering to start calling St Petersburg,Ust Luga, and these are new players. That one for sure will add more container volumes to share among the terminals in St Peteresburg. As for THC prices, the market forces should in theory drive it down, but market forces do not always work in Russia. The reasons being political and legislation risk premiums.

Rail Is Still More A Prospect Than a Reality
– Rail container pick ups from the port have been gaining pace recently. From the point of view of consignees, do you think there are differences between rail and truck haulage in terms of service quality, price, reliability? What are the merits of each method of pick up? What are obstacles on the way of rail container pick up development?

– Rail container pick-ups achieve greater economies of scale for large volumes. As well as has a great advantage for delivery to hinterland Russia. It is not just cheaper but more reliable as road infrastructure could be better. For example St Petersburg – Moscow leg is cheaper than road haulage by circa 100-125 eur / container. On the other hand rail haulage is not as flexible as haulage by road. Containers arriving to a rail terminal need to be picked up by a truck and delivered to the warehouse of a consignee. That is extra handlings and time. And that is cleared goods I am talking about. As for uncleared goods there are further complications with arranging the bond. 

– RZD and the Ministry of Transport have been competing with deep-sea lines by trying to attract more container volumes from China to Russia and Western Europe. Should shippers consider such routing and why?

– The Transsib route is a viable option. Shippers should definitely consider it if transit time is vital. However, this service is not without its drawbacks and more needs to be done to set up clear working procedures. The rail option lacks stability-predictability factor. Transit times by rail are still a hit and miss affair. In that respect the water route offers more stability. The rail option is also lacking a well laid out legislative framework. Another factor to remember is inability to lock in rates for long terms rail contracts. Although the March GRI (general rate increase) of 750 USD / TEU for seafreight from China to Europe may tell a different story it can also be the case that shippers using the rail option may be caught out when seafreight rates are falling. In short the rail option can be a sound alternative to the sea option, but being in its infancy more is required to develop it. A legislative framework stipulating shipper – consignee responsibilities is a good place to start.
    [~DETAIL_TEXT] => 
More expensive...
– Mr Yakovlev, how do container terminals in Russia and other CIS countries compare to their counterparts in Western Europe ? Are there any particular issues shippers have to consider?
– There are several factors to take into account. For one, container handling is more expensive in Russia than in other ports of Western Europe. Perhaps more competition would not do any harm. Greater competition should only increase efficiencies at all major container terminals. Secondly, most container terminals in St Petersburg were neglected in the past. The situation has significantly been improved, however further investments are required. And that is not just capital and IT infrastructure in the terminals such as further railheads, extra reefer plugs, designated areas for hazardous goods or warehouses for receiving and devanning containers with groupage cargo. More needs to be done in the hinterland too. For instance, additional warehouses for bonded and non bonded goods to ease the pain of the terminals used as warehouses, better road connections etc. Another vital factor is better interaction with the customs authorities. It is has been a perennial problem for some time. Simpler and more efficient customs procedures are badly needed. Less inspections and all sorts of checks by the customs authorities will cause less disruption in terminal operations and achieve smoother running of the port overall. Customs procedures will most probably be simplified should Russia join WTO. But this is rather a long term view. 

... more cold...
– The port of St Petersburg is the main gateway for containers into the Russian Federation. How significant is the problem of congestion here? Does it play a key role in the level of service quality? How should the key market players go about it?
– We are back to point one. Due to the lack of investment in port infrastructure, container terminals had not been able to cope with increased volumes. Let us consider pre-2008 financial crisis volumes. Most terminals were not ready to receive such large volumes. Add a severe winter, which still does occur from time to time, and the pain is felt by everyone. Congestion certainly does play a key role in the level of service. Increased transit time, additional costs for a quay rent, demmurage and extra surcharges passed on by shipping lines and terminals do nothing good for the shippers. It is difficult to comment how one can completely alleviate this problem. The shippers and shipping lines can certainly either use alternative ports to relieve the pressure off St Petersburg but that is not the long-term solution and some consignees still require Baltic customs for clearance of their goods. The problem will persist unless new capacity will come online. And that is where I believe Ust Luga comes in. 
This port has a great potential. It was virtually built on the greenfield site and is not constrained physically as St Petersburg’s terminals are. Investment in container terminals such as Ust Luga is necessary not just for solving the congestion but also for strategic reasons. 
If St Peterburg to become a local hub then much more will have to be done. At the moment the terminals lack the clout required to attract bigger players. And resolving the issue of congestion is one step on the way of becoming a leading regional player.
Congestion is only a question of time. It is very important that more capacity comes on to the market over the next few years. It may not look like it is the case now, but the bigger picture tells otherwise if we are to avoid congestion problems of the boom times. It looks like we have survived the Greek drama. There is a degree of certainty on global financial markets now and the global economy will incrementally grow over the next few years. It wont be a dynamic growth though. Volumes will not fall off the cliff but will gradually grow. Oil prices are staying high too which is a sure tell tale sign Russia will continue importing. In short, it is a matter of time before we start experiencing capacity issues. Surely, it is better to prepare before that time comes. 

... but there are signs of improvement...
– The Russian container terminals have been competing with container terminals in Ukraine, Finland and the Baltic States. Do you think there are major service and price differences between, for example, the St Petersburg and Finish stevedores? 
– Once again underinvestment in the infrastructure in the past is directly reflected upon the quality of service. Years of underinvestment is clear during the peak times or non core businesses. As an example let us consider receiving groupage containers in St Petersburg port. And trying to de-van it. Or consider receiving export goods by a curtain sided trailer and reloading it into a container. There is not enough competition. Reloading stations are simply not there. That is being changed now and there are signs of improvement but one should not rest on its laurels. 
There are two more points to consider. 
One being the credibility and consistency to deliver quality service. How well the port is prepared to cope with unexpected severe weather? Are there any procedures and safeguards in place? Is there a back up plan? It is not just a question of being able to handle big volumes, but also to make sure it can be done in orderly manner over a period of time.
The second being customs clearance which plays an immense role. It is not a secret that particular commodity groups are preferred to be cleared in hinterland depots rather than in St Petersburg port. Arranging VTT in St Petersburg maybe a longwinded process. Just compare the lists of documents required to arrange a bond in St Petersburg vs Klaipeda. 
For example for goods cleared in Moscow it is sometimes much easier, quicker and cheaper to arrange bonded haulage in the ports of Baltic countries or Finland. 
It becomes apparent that nearby ports are cheaper (one has to consider value for money ratio rather than compare it in absolute terms), quicker and easier especially for regular traffic. Hence routing via these alternative ports which live on the back of Russian transit containers. 
It has to be reminded though that only certain commodity groups and goods upto certain weights enjoy such setups. 
– The North-West of Russia will soon see two new container terminals: Ust Luga and Bronka. The owners of existing terminals in St Petersburg are feared to lose some volumes to the new facilities as well as feel the downward pressure for container handling prices.
– In short, the answer is yes and no. For example, First Container Terminal and Petrolesport in St Petersburg have a head start against Ust Luga. But it will only be a matter of time before Ust Luga catches up. It will take just one 2000 TEU vessel of a deep sea carrier to discharge in Ust Luga for customs brokers, hauliers and other supporting industries to setup own representative offices and move to the new port. The new capacity will certainly take away some volumes from existing terminals and drive THC down in the medium term. In the longer term though as the world economy picks up so will volumes at all container terminals of St Peterburg. Port of St Peterburg requires more container handling capacity. There are shipping lines considering to start calling St Petersburg,Ust Luga, and these are new players. That one for sure will add more container volumes to share among the terminals in St Peteresburg. As for THC prices, the market forces should in theory drive it down, but market forces do not always work in Russia. The reasons being political and legislation risk premiums.

Rail Is Still More A Prospect Than a Reality
– Rail container pick ups from the port have been gaining pace recently. From the point of view of consignees, do you think there are differences between rail and truck haulage in terms of service quality, price, reliability? What are the merits of each method of pick up? What are obstacles on the way of rail container pick up development?

– Rail container pick-ups achieve greater economies of scale for large volumes. As well as has a great advantage for delivery to hinterland Russia. It is not just cheaper but more reliable as road infrastructure could be better. For example St Petersburg – Moscow leg is cheaper than road haulage by circa 100-125 eur / container. On the other hand rail haulage is not as flexible as haulage by road. Containers arriving to a rail terminal need to be picked up by a truck and delivered to the warehouse of a consignee. That is extra handlings and time. And that is cleared goods I am talking about. As for uncleared goods there are further complications with arranging the bond. 

– RZD and the Ministry of Transport have been competing with deep-sea lines by trying to attract more container volumes from China to Russia and Western Europe. Should shippers consider such routing and why?

– The Transsib route is a viable option. Shippers should definitely consider it if transit time is vital. However, this service is not without its drawbacks and more needs to be done to set up clear working procedures. The rail option lacks stability-predictability factor. Transit times by rail are still a hit and miss affair. In that respect the water route offers more stability. The rail option is also lacking a well laid out legislative framework. Another factor to remember is inability to lock in rates for long terms rail contracts. Although the March GRI (general rate increase) of 750 USD / TEU for seafreight from China to Europe may tell a different story it can also be the case that shippers using the rail option may be caught out when seafreight rates are falling. In short the rail option can be a sound alternative to the sea option, but being in its infancy more is required to develop it. A legislative framework stipulating shipper – consignee responsibilities is a good place to start.
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More expensive...
– Mr Yakovlev, how do container terminals in Russia and other CIS countries compare to their counterparts in Western Europe ? Are there any particular issues shippers have to consider?
– There are several factors to take into account. For one, container handling is more expensive in Russia than in other ports of Western Europe. Perhaps more competition would not do any harm. Greater competition should only increase efficiencies at all major container terminals. Secondly, most container terminals in St Petersburg were neglected in the past. The situation has significantly been improved, however further investments are required. And that is not just capital and IT infrastructure in the terminals such as further railheads, extra reefer plugs, designated areas for hazardous goods or warehouses for receiving and devanning containers with groupage cargo. More needs to be done in the hinterland too. For instance, additional warehouses for bonded and non bonded goods to ease the pain of the terminals used as warehouses, better road connections etc. Another vital factor is better interaction with the customs authorities. It is has been a perennial problem for some time. Simpler and more efficient customs procedures are badly needed. Less inspections and all sorts of checks by the customs authorities will cause less disruption in terminal operations and achieve smoother running of the port overall. Customs procedures will most probably be simplified should Russia join WTO. But this is rather a long term view. 

... more cold...
– The port of St Petersburg is the main gateway for containers into the Russian Federation. How significant is the problem of congestion here? Does it play a key role in the level of service quality? How should the key market players go about it?
– We are back to point one. Due to the lack of investment in port infrastructure, container terminals had not been able to cope with increased volumes. Let us consider pre-2008 financial crisis volumes. Most terminals were not ready to receive such large volumes. Add a severe winter, which still does occur from time to time, and the pain is felt by everyone. Congestion certainly does play a key role in the level of service. Increased transit time, additional costs for a quay rent, demmurage and extra surcharges passed on by shipping lines and terminals do nothing good for the shippers. It is difficult to comment how one can completely alleviate this problem. The shippers and shipping lines can certainly either use alternative ports to relieve the pressure off St Petersburg but that is not the long-term solution and some consignees still require Baltic customs for clearance of their goods. The problem will persist unless new capacity will come online. And that is where I believe Ust Luga comes in. 
This port has a great potential. It was virtually built on the greenfield site and is not constrained physically as St Petersburg’s terminals are. Investment in container terminals such as Ust Luga is necessary not just for solving the congestion but also for strategic reasons. 
If St Peterburg to become a local hub then much more will have to be done. At the moment the terminals lack the clout required to attract bigger players. And resolving the issue of congestion is one step on the way of becoming a leading regional player.
Congestion is only a question of time. It is very important that more capacity comes on to the market over the next few years. It may not look like it is the case now, but the bigger picture tells otherwise if we are to avoid congestion problems of the boom times. It looks like we have survived the Greek drama. There is a degree of certainty on global financial markets now and the global economy will incrementally grow over the next few years. It wont be a dynamic growth though. Volumes will not fall off the cliff but will gradually grow. Oil prices are staying high too which is a sure tell tale sign Russia will continue importing. In short, it is a matter of time before we start experiencing capacity issues. Surely, it is better to prepare before that time comes. 

... but there are signs of improvement...
– The Russian container terminals have been competing with container terminals in Ukraine, Finland and the Baltic States. Do you think there are major service and price differences between, for example, the St Petersburg and Finish stevedores? 
– Once again underinvestment in the infrastructure in the past is directly reflected upon the quality of service. Years of underinvestment is clear during the peak times or non core businesses. As an example let us consider receiving groupage containers in St Petersburg port. And trying to de-van it. Or consider receiving export goods by a curtain sided trailer and reloading it into a container. There is not enough competition. Reloading stations are simply not there. That is being changed now and there are signs of improvement but one should not rest on its laurels. 
There are two more points to consider. 
One being the credibility and consistency to deliver quality service. How well the port is prepared to cope with unexpected severe weather? Are there any procedures and safeguards in place? Is there a back up plan? It is not just a question of being able to handle big volumes, but also to make sure it can be done in orderly manner over a period of time.
The second being customs clearance which plays an immense role. It is not a secret that particular commodity groups are preferred to be cleared in hinterland depots rather than in St Petersburg port. Arranging VTT in St Petersburg maybe a longwinded process. Just compare the lists of documents required to arrange a bond in St Petersburg vs Klaipeda. 
For example for goods cleared in Moscow it is sometimes much easier, quicker and cheaper to arrange bonded haulage in the ports of Baltic countries or Finland. 
It becomes apparent that nearby ports are cheaper (one has to consider value for money ratio rather than compare it in absolute terms), quicker and easier especially for regular traffic. Hence routing via these alternative ports which live on the back of Russian transit containers. 
It has to be reminded though that only certain commodity groups and goods upto certain weights enjoy such setups. 
– The North-West of Russia will soon see two new container terminals: Ust Luga and Bronka. The owners of existing terminals in St Petersburg are feared to lose some volumes to the new facilities as well as feel the downward pressure for container handling prices.
– In short, the answer is yes and no. For example, First Container Terminal and Petrolesport in St Petersburg have a head start against Ust Luga. But it will only be a matter of time before Ust Luga catches up. It will take just one 2000 TEU vessel of a deep sea carrier to discharge in Ust Luga for customs brokers, hauliers and other supporting industries to setup own representative offices and move to the new port. The new capacity will certainly take away some volumes from existing terminals and drive THC down in the medium term. In the longer term though as the world economy picks up so will volumes at all container terminals of St Peterburg. Port of St Peterburg requires more container handling capacity. There are shipping lines considering to start calling St Petersburg,Ust Luga, and these are new players. That one for sure will add more container volumes to share among the terminals in St Peteresburg. As for THC prices, the market forces should in theory drive it down, but market forces do not always work in Russia. The reasons being political and legislation risk premiums.

Rail Is Still More A Prospect Than a Reality
– Rail container pick ups from the port have been gaining pace recently. From the point of view of consignees, do you think there are differences between rail and truck haulage in terms of service quality, price, reliability? What are the merits of each method of pick up? What are obstacles on the way of rail container pick up development?

– Rail container pick-ups achieve greater economies of scale for large volumes. As well as has a great advantage for delivery to hinterland Russia. It is not just cheaper but more reliable as road infrastructure could be better. For example St Petersburg – Moscow leg is cheaper than road haulage by circa 100-125 eur / container. On the other hand rail haulage is not as flexible as haulage by road. Containers arriving to a rail terminal need to be picked up by a truck and delivered to the warehouse of a consignee. That is extra handlings and time. And that is cleared goods I am talking about. As for uncleared goods there are further complications with arranging the bond. 

– RZD and the Ministry of Transport have been competing with deep-sea lines by trying to attract more container volumes from China to Russia and Western Europe. Should shippers consider such routing and why?

– The Transsib route is a viable option. Shippers should definitely consider it if transit time is vital. However, this service is not without its drawbacks and more needs to be done to set up clear working procedures. The rail option lacks stability-predictability factor. Transit times by rail are still a hit and miss affair. In that respect the water route offers more stability. The rail option is also lacking a well laid out legislative framework. Another factor to remember is inability to lock in rates for long terms rail contracts. Although the March GRI (general rate increase) of 750 USD / TEU for seafreight from China to Europe may tell a different story it can also be the case that shippers using the rail option may be caught out when seafreight rates are falling. In short the rail option can be a sound alternative to the sea option, but being in its infancy more is required to develop it. A legislative framework stipulating shipper – consignee responsibilities is a good place to start.
    [~DETAIL_TEXT] => 
More expensive...
– Mr Yakovlev, how do container terminals in Russia and other CIS countries compare to their counterparts in Western Europe ? Are there any particular issues shippers have to consider?
– There are several factors to take into account. For one, container handling is more expensive in Russia than in other ports of Western Europe. Perhaps more competition would not do any harm. Greater competition should only increase efficiencies at all major container terminals. Secondly, most container terminals in St Petersburg were neglected in the past. The situation has significantly been improved, however further investments are required. And that is not just capital and IT infrastructure in the terminals such as further railheads, extra reefer plugs, designated areas for hazardous goods or warehouses for receiving and devanning containers with groupage cargo. More needs to be done in the hinterland too. For instance, additional warehouses for bonded and non bonded goods to ease the pain of the terminals used as warehouses, better road connections etc. Another vital factor is better interaction with the customs authorities. It is has been a perennial problem for some time. Simpler and more efficient customs procedures are badly needed. Less inspections and all sorts of checks by the customs authorities will cause less disruption in terminal operations and achieve smoother running of the port overall. Customs procedures will most probably be simplified should Russia join WTO. But this is rather a long term view. 

... more cold...
– The port of St Petersburg is the main gateway for containers into the Russian Federation. How significant is the problem of congestion here? Does it play a key role in the level of service quality? How should the key market players go about it?
– We are back to point one. Due to the lack of investment in port infrastructure, container terminals had not been able to cope with increased volumes. Let us consider pre-2008 financial crisis volumes. Most terminals were not ready to receive such large volumes. Add a severe winter, which still does occur from time to time, and the pain is felt by everyone. Congestion certainly does play a key role in the level of service. Increased transit time, additional costs for a quay rent, demmurage and extra surcharges passed on by shipping lines and terminals do nothing good for the shippers. It is difficult to comment how one can completely alleviate this problem. The shippers and shipping lines can certainly either use alternative ports to relieve the pressure off St Petersburg but that is not the long-term solution and some consignees still require Baltic customs for clearance of their goods. The problem will persist unless new capacity will come online. And that is where I believe Ust Luga comes in. 
This port has a great potential. It was virtually built on the greenfield site and is not constrained physically as St Petersburg’s terminals are. Investment in container terminals such as Ust Luga is necessary not just for solving the congestion but also for strategic reasons. 
If St Peterburg to become a local hub then much more will have to be done. At the moment the terminals lack the clout required to attract bigger players. And resolving the issue of congestion is one step on the way of becoming a leading regional player.
Congestion is only a question of time. It is very important that more capacity comes on to the market over the next few years. It may not look like it is the case now, but the bigger picture tells otherwise if we are to avoid congestion problems of the boom times. It looks like we have survived the Greek drama. There is a degree of certainty on global financial markets now and the global economy will incrementally grow over the next few years. It wont be a dynamic growth though. Volumes will not fall off the cliff but will gradually grow. Oil prices are staying high too which is a sure tell tale sign Russia will continue importing. In short, it is a matter of time before we start experiencing capacity issues. Surely, it is better to prepare before that time comes. 

... but there are signs of improvement...
– The Russian container terminals have been competing with container terminals in Ukraine, Finland and the Baltic States. Do you think there are major service and price differences between, for example, the St Petersburg and Finish stevedores? 
– Once again underinvestment in the infrastructure in the past is directly reflected upon the quality of service. Years of underinvestment is clear during the peak times or non core businesses. As an example let us consider receiving groupage containers in St Petersburg port. And trying to de-van it. Or consider receiving export goods by a curtain sided trailer and reloading it into a container. There is not enough competition. Reloading stations are simply not there. That is being changed now and there are signs of improvement but one should not rest on its laurels. 
There are two more points to consider. 
One being the credibility and consistency to deliver quality service. How well the port is prepared to cope with unexpected severe weather? Are there any procedures and safeguards in place? Is there a back up plan? It is not just a question of being able to handle big volumes, but also to make sure it can be done in orderly manner over a period of time.
The second being customs clearance which plays an immense role. It is not a secret that particular commodity groups are preferred to be cleared in hinterland depots rather than in St Petersburg port. Arranging VTT in St Petersburg maybe a longwinded process. Just compare the lists of documents required to arrange a bond in St Petersburg vs Klaipeda. 
For example for goods cleared in Moscow it is sometimes much easier, quicker and cheaper to arrange bonded haulage in the ports of Baltic countries or Finland. 
It becomes apparent that nearby ports are cheaper (one has to consider value for money ratio rather than compare it in absolute terms), quicker and easier especially for regular traffic. Hence routing via these alternative ports which live on the back of Russian transit containers. 
It has to be reminded though that only certain commodity groups and goods upto certain weights enjoy such setups. 
– The North-West of Russia will soon see two new container terminals: Ust Luga and Bronka. The owners of existing terminals in St Petersburg are feared to lose some volumes to the new facilities as well as feel the downward pressure for container handling prices.
– In short, the answer is yes and no. For example, First Container Terminal and Petrolesport in St Petersburg have a head start against Ust Luga. But it will only be a matter of time before Ust Luga catches up. It will take just one 2000 TEU vessel of a deep sea carrier to discharge in Ust Luga for customs brokers, hauliers and other supporting industries to setup own representative offices and move to the new port. The new capacity will certainly take away some volumes from existing terminals and drive THC down in the medium term. In the longer term though as the world economy picks up so will volumes at all container terminals of St Peterburg. Port of St Peterburg requires more container handling capacity. There are shipping lines considering to start calling St Petersburg,Ust Luga, and these are new players. That one for sure will add more container volumes to share among the terminals in St Peteresburg. As for THC prices, the market forces should in theory drive it down, but market forces do not always work in Russia. The reasons being political and legislation risk premiums.

Rail Is Still More A Prospect Than a Reality
– Rail container pick ups from the port have been gaining pace recently. From the point of view of consignees, do you think there are differences between rail and truck haulage in terms of service quality, price, reliability? What are the merits of each method of pick up? What are obstacles on the way of rail container pick up development?

– Rail container pick-ups achieve greater economies of scale for large volumes. As well as has a great advantage for delivery to hinterland Russia. It is not just cheaper but more reliable as road infrastructure could be better. For example St Petersburg – Moscow leg is cheaper than road haulage by circa 100-125 eur / container. On the other hand rail haulage is not as flexible as haulage by road. Containers arriving to a rail terminal need to be picked up by a truck and delivered to the warehouse of a consignee. That is extra handlings and time. And that is cleared goods I am talking about. As for uncleared goods there are further complications with arranging the bond. 

– RZD and the Ministry of Transport have been competing with deep-sea lines by trying to attract more container volumes from China to Russia and Western Europe. Should shippers consider such routing and why?

– The Transsib route is a viable option. Shippers should definitely consider it if transit time is vital. However, this service is not without its drawbacks and more needs to be done to set up clear working procedures. The rail option lacks stability-predictability factor. Transit times by rail are still a hit and miss affair. In that respect the water route offers more stability. The rail option is also lacking a well laid out legislative framework. Another factor to remember is inability to lock in rates for long terms rail contracts. Although the March GRI (general rate increase) of 750 USD / TEU for seafreight from China to Europe may tell a different story it can also be the case that shippers using the rail option may be caught out when seafreight rates are falling. In short the rail option can be a sound alternative to the sea option, but being in its infancy more is required to develop it. A legislative framework stipulating shipper – consignee responsibilities is a good place to start.
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            [SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2012/1/15.jpg" border="1" alt=" " hspace="5" width="200" height="216" align="left" />The container traffic through Russian sea terminals is experiencing a boom. It is not always a double-digit rate as in previous years, but still is rather significant. What is more important is that more and more European shippers use ports in St Petersburg and Novorossyisk instead of those in Finland and the Baltic states. Dmitry Yakovlev, Managing Director of UK-based Coot Freight Ltd shares his opinion on what one should keep in mind when shipping boxes to Russia.
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    [DETAIL_TEXT] => – A year ago, PKP Cargo recorded a profit after several years of losses. So my first question concerns financial results achieved by the company in 2011. Did the company improve its financial results in 2011?

– In 2011 PKP CARGO celebrated its 10th anniversary as a fully independent company at the same time achieving the record-high annual profit. Let me give you some key numbers: profit on sales increased nearly sixfold to PLN 334.6 million, compared to PLN 58.7 million a year earlier, while net profit increased almost four fold, from PLN 61.9 million to PLN 237.8 million. It is twice as much as the highest recorded net profit up to 2011, which amounted to PLN 152 million in 2002. 

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– Apart from PKP Cargo, PKP Cargo Logistics Group also includes other transportation and freight forwarding companies. Do they also operate outside Poland?

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Another company in PKP CARGO LOGISTICS group  – Trade Trans Forwarding Company - recently has signed an agreement with a partner from Hong Kong to set up its representation in that country in order to handle freight forwarding operations on market of Southeast Asia. We’ve got a good and reliable partner and I think that after the conclusion of cooperation agreements our cooperation will be even better. There is a growing expectation in our country that biomass to produce energy will come from that part of the world. Recently, even a special governmental delegation, which included representatives of Electric Power Industry was organized to began mutual cooperation. We hear more and more opinions that indicate Indonesia as one of the potential countries from which our country could import biomass. Through our partner in Hong Kong we have already established direct contacts with suppliers of raw materials. We have insight into the conditions of storage and transport of the caloric load and we are currently negotiating with potential partners from Poland. This is our response to the needs of Polish energy sector and their interest in biomass from Asia.
Interviewed by Ivan Smirnov
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– Apart from PKP Cargo, PKP Cargo Logistics Group also includes other transportation and freight forwarding companies. Do they also operate outside Poland?

– PKP CARGO INTERNATIONAL,which operates within PKP CARGO LOGISTICS group,  organizes and implements transport operations outside Poland. It has just won a tender for transportation services for ArcelorMittal. Under that contract most of transport operations will be carried outside Polish territory. This is a breaking point for the entire group, because our existing international contracts have included operations to or from Poland. Transport operations to Poland constitute only part of the contract. Under the agreement with ArcelorMittal, PKP CARGO INTERNATIONAL will provide transport for almost 700 thousand tons of cargo. The transport of 400 thousand tons will be carried entirely outside Polish territory, on the way from Bosnia to Ostrava in the Czech Republic.
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Interviewed by Ivan Smirnov
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            [SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2012/1/14.jpg" border="1" alt=" " hspace="5" width="200" height="228" align="left" />If PKP Cargo wants to retain its position as the second biggest rail carrier in European Union, it will have to steadily increase its presence on foreign markets, including Easter Markets’ – said Wojciech Balczun, CEO of PKP CARGO, in an interview for The RZD-Partner International magazine.
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    [DETAIL_TEXT] => – A year ago, PKP Cargo recorded a profit after several years of losses. So my first question concerns financial results achieved by the company in 2011. Did the company improve its financial results in 2011?

– In 2011 PKP CARGO celebrated its 10th anniversary as a fully independent company at the same time achieving the record-high annual profit. Let me give you some key numbers: profit on sales increased nearly sixfold to PLN 334.6 million, compared to PLN 58.7 million a year earlier, while net profit increased almost four fold, from PLN 61.9 million to PLN 237.8 million. It is twice as much as the highest recorded net profit up to 2011, which amounted to PLN 152 million in 2002. 

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– We can observe a strong competition among market participants who not only want to become leaders on local markets, but also on the integrated European market. We are the second largest carrier in the European Union, but until now mainly due to the size of Polish market. Nowadays, we want to build aggressively our position outside Poland. Our company is steadily increasing its presence mainly in neighboring countries like the Czech Republic, Germany and Slovakia, where we have security certificates which enable us to carry out independent transport operations in those countries. On the Czech market our company has been carrying independent transport operations since 2010 and now our market share is estimated at about 5 percent. On German and Slovak market our company has been present since 2011, so it is too early to jump to conclusions but it should be stressed that virtually every month our company signs a new contract in those countries. In the past few months we started transit traffic through the whole territory of Germany, in relation to Belgian and French border, for the first time our company ran trains to the port of Hamburg. We are also active in the South of Europe, where we began scheduled transit operations through Slovakia, in relation to the Hungarian border. Currently, our company is working on obtaining safety certificates which will enable us to carry independent transport operations in other European countries, mainly in the Netherlands, Belgium, Austria and Hungary. We predict that by the end of this year our company will have obtained them. Ultimately, we want to offer our customers transportation services across the most important European transport corridors, for example in relation Rotterdam – Małaszewicze, Polish-Belarusian border crossing.

– Apart from PKP Cargo, PKP Cargo Logistics Group also includes other transportation and freight forwarding companies. Do they also operate outside Poland?

– PKP CARGO INTERNATIONAL,which operates within PKP CARGO LOGISTICS group,  organizes and implements transport operations outside Poland. It has just won a tender for transportation services for ArcelorMittal. Under that contract most of transport operations will be carried outside Polish territory. This is a breaking point for the entire group, because our existing international contracts have included operations to or from Poland. Transport operations to Poland constitute only part of the contract. Under the agreement with ArcelorMittal, PKP CARGO INTERNATIONAL will provide transport for almost 700 thousand tons of cargo. The transport of 400 thousand tons will be carried entirely outside Polish territory, on the way from Bosnia to Ostrava in the Czech Republic.
Another company in PKP CARGO LOGISTICS group  – Trade Trans Forwarding Company - recently has signed an agreement with a partner from Hong Kong to set up its representation in that country in order to handle freight forwarding operations on market of Southeast Asia. We’ve got a good and reliable partner and I think that after the conclusion of cooperation agreements our cooperation will be even better. There is a growing expectation in our country that biomass to produce energy will come from that part of the world. Recently, even a special governmental delegation, which included representatives of Electric Power Industry was organized to began mutual cooperation. We hear more and more opinions that indicate Indonesia as one of the potential countries from which our country could import biomass. Through our partner in Hong Kong we have already established direct contacts with suppliers of raw materials. We have insight into the conditions of storage and transport of the caloric load and we are currently negotiating with potential partners from Poland. This is our response to the needs of Polish energy sector and their interest in biomass from Asia.
Interviewed by Ivan Smirnov
    [~DETAIL_TEXT] => – A year ago, PKP Cargo recorded a profit after several years of losses. So my first question concerns financial results achieved by the company in 2011. Did the company improve its financial results in 2011?

– In 2011 PKP CARGO celebrated its 10th anniversary as a fully independent company at the same time achieving the record-high annual profit. Let me give you some key numbers: profit on sales increased nearly sixfold to PLN 334.6 million, compared to PLN 58.7 million a year earlier, while net profit increased almost four fold, from PLN 61.9 million to PLN 237.8 million. It is twice as much as the highest recorded net profit up to 2011, which amounted to PLN 152 million in 2002. 

– PKP Cargo is the second biggest carrier in the European Union. Is the company capable of expanding its business activity outside Poland?

– We can observe a strong competition among market participants who not only want to become leaders on local markets, but also on the integrated European market. We are the second largest carrier in the European Union, but until now mainly due to the size of Polish market. Nowadays, we want to build aggressively our position outside Poland. Our company is steadily increasing its presence mainly in neighboring countries like the Czech Republic, Germany and Slovakia, where we have security certificates which enable us to carry out independent transport operations in those countries. On the Czech market our company has been carrying independent transport operations since 2010 and now our market share is estimated at about 5 percent. On German and Slovak market our company has been present since 2011, so it is too early to jump to conclusions but it should be stressed that virtually every month our company signs a new contract in those countries. In the past few months we started transit traffic through the whole territory of Germany, in relation to Belgian and French border, for the first time our company ran trains to the port of Hamburg. We are also active in the South of Europe, where we began scheduled transit operations through Slovakia, in relation to the Hungarian border. Currently, our company is working on obtaining safety certificates which will enable us to carry independent transport operations in other European countries, mainly in the Netherlands, Belgium, Austria and Hungary. We predict that by the end of this year our company will have obtained them. Ultimately, we want to offer our customers transportation services across the most important European transport corridors, for example in relation Rotterdam – Małaszewicze, Polish-Belarusian border crossing.

– Apart from PKP Cargo, PKP Cargo Logistics Group also includes other transportation and freight forwarding companies. Do they also operate outside Poland?

– PKP CARGO INTERNATIONAL,which operates within PKP CARGO LOGISTICS group,  organizes and implements transport operations outside Poland. It has just won a tender for transportation services for ArcelorMittal. Under that contract most of transport operations will be carried outside Polish territory. This is a breaking point for the entire group, because our existing international contracts have included operations to or from Poland. Transport operations to Poland constitute only part of the contract. Under the agreement with ArcelorMittal, PKP CARGO INTERNATIONAL will provide transport for almost 700 thousand tons of cargo. The transport of 400 thousand tons will be carried entirely outside Polish territory, on the way from Bosnia to Ostrava in the Czech Republic.
Another company in PKP CARGO LOGISTICS group  – Trade Trans Forwarding Company - recently has signed an agreement with a partner from Hong Kong to set up its representation in that country in order to handle freight forwarding operations on market of Southeast Asia. We’ve got a good and reliable partner and I think that after the conclusion of cooperation agreements our cooperation will be even better. There is a growing expectation in our country that biomass to produce energy will come from that part of the world. Recently, even a special governmental delegation, which included representatives of Electric Power Industry was organized to began mutual cooperation. We hear more and more opinions that indicate Indonesia as one of the potential countries from which our country could import biomass. Through our partner in Hong Kong we have already established direct contacts with suppliers of raw materials. We have insight into the conditions of storage and transport of the caloric load and we are currently negotiating with potential partners from Poland. This is our response to the needs of Polish energy sector and their interest in biomass from Asia.
Interviewed by Ivan Smirnov
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    [~PREVIEW_TEXT] => If PKP Cargo wants to retain its position as the second biggest rail carrier in European Union, it will have to steadily increase its presence on foreign markets, including Easter Markets’ – said Wojciech Balczun, CEO of PKP CARGO, in an interview for The RZD-Partner International magazine.
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Intelligent Systems and Railways
The transition to a new system of traffic safety insurance is based on analysis of risks and details which come from the online database that contains information about the status of technical means and information about the execution of requirements prescribed for staff by technological process. The situational center of the Russian Railways, which is considered a part of the intelligent railway transport, becomes the main mechanism of control in such a situation.  
The analysis of active automated management systems has shown that the opportunities it provides don’t ensure the full-scale safety of train movement. The lack of quality control processes and the low degree of reliability of the information caused by the peculiarities of the manual method of its formation and entry are significant disadvantages of these automated systems.
A new stage of innovation develop­ment is the transition from the usage of satellite navigation systems used for the individual interests of households and services of RZD to integrated navigation system. It is intended to cover not only the rail network, but  all users of RZD at the same time.
As a part of the strategic direction of scientific and technological develop­ment of the Russian Railways to 2015, the Department of Automation and Remote Control identified a number of tasks in the sphere of innovation development of means and systems of railway automation and remote control, which specify this direction of  work.
The creation of an integrated multi-­function control system for trains,  shunting work and marshalling yard work, based on satellite navigation and transmission of control commands over a radio channel adapted for different categories of rail lines are among the mentioned tasks.
Great attention in RZD JSC is paid to the  implementation of a multi-level automatic system of technical diagnostics and monitoring of the central automatic lock device with simultaneous control of execution of routine procedures and of repair that are needed to ensure the normal operation of the equipment. Together with this there is archiving of data as a protection from failures, and as a basis further analysis in these systems of technical diagnostics and monitoring (STDM). This configuration allows to create an efficient hardware and software complex of dispatching control (HSC-DC) which contains all information for centralized control, for diagnostics and for registration of statuses of the devices of railway automatics and remote control. It also provides management of train movement within its area of responsibili­ty (dispatching) on the railways of Russia. The specificity of RZD also influences active usage of mobile diagnostic centers. This is connected with great branching of networks. That is also the reason why the establishment of low-maintenance ground equipment for centralized automatic lock and communications of  tools of mechanization of sorting slides of a new generation with the elements of reservation and diagnostics is very urgent. Together with it this network is carefully protected from unauthorized access through the usage of durable composite materials and nanotechnology.
As part of the strategic objectives of improving efficiency, railways are equipped with modern means of rail automation and remote control, designed on a microelectronic element basis. They are gradually replacing older analog systems. Digital technolo­gy is becoming the basis of building a multi-level system of management and security provision for trains.

Microprocessors for Dispatching Office 
In 2012, the Department of Automatics and Remote Control of  RZD  JSC, together with other units of RZD and the developers of the railway systems of automation and remote control, conduct active work on the tasks that are set out in a phased program on equipping rail sections with systems of centralised dispatching offices and control to 2012. 
In 2012 the priority of introducing such means of railway automation and remote control that  provide specified levels of safety and security of transportation via Russian railways is established. 
Together with it the implementation of new equipment increases the opportunities for railway systems compared with its relay analog. 
First of all, Tract, Setun, South and Dialogue systems of centralised dispatching should be called. The Tract system was created to provide a proper capacity of railways and traffic safety by the dispatching office cont­rol of signalling devices at stations. It consists of an interconnected subsystem of control station, controlled zones at stations and a switchboard communication subsystem. 
 The Setun system combines a number of automated work places, which may include a set of subsystems. For example, there is the Logical control over the actions of operating personnel and a state of facilities subsystem for the train controller. It helps to automatically detect disturbances or malfunctions in track circuits, traffic lights, railway switches and then gives the appropriate tip to the dispatcher. 
The South system is a two-level hierarchical distribution system that allows the building of  extensive networks. It adapts to the quali­ty of communication channels and automatically rearranges the configuration in case of failure, which provides a high level of  survivabili­ty. The system logically monitors the compliance of statuses of facilities and automatically identifies trains using information from the automated system of quick transportation control. It displays a graph of the executed movement in a volume that is sufficient to move on without paper technologies. Windows, warning of delayed trains and the reasons for their delays also can be seen there. 
Designed for the Dialogue system schematics solutions on linking of linear devices with apparatus of electrocentralization is notable for its minimum number of additional switches and high reliability.
The program of staged refitting of sectors of rail lines (till 2015) with devices of centralized train traffic control and dispatching centralization, as well as with the Ural-VNIIZT GPM system, that was approved by Valentin Gapanovich, Senior Vice President of RZD, provides partial or full  technical re-equipment at sectors that are included in dispatching centralization. Building of new objects of  dispatching centralization at 14 rail lines is also provided by the program.
At the moment 230 sectors or 70% of the whole number of dispatching offices should be equipped with modern microprocessor-based systems of centralized traffic control. The rest will be old systems like Neva, Luch and Minsk. All together in 2011-2015 the program provides technical re-equipment of devices of dispatching centralization at 73 sectors. In the 1st quarter 2012 the works at seven sectors were completed or are at a stage of completion. The essential volume of work is planned to be exe­cuted in 2012-2015.
Other microprocessor devices – means of centralization (EC-ЕМ, Ebilock 950, MPTs-MZ-F, MPC-I, MPC-2, EC-MPC, Dialog-C, RPC-Don) can be named among new and prospective devices. There are also automatic blocks (ABTC-M, ABTC-Е, ABTC-ЕМ), automation of marshalling yards (CSAC MP), means of diagnostics on the technical condition of devices of railway automatics and remote control, and an automatic locomotive shunting alarm (ALSA).

Movement on Interval Schedule
In the long term the development of railway transport till 2030 by Department of Automation and Remote Control provides:
•combined application of micro-processor means in systems of management and security provision of trains at all levels of management;
• the usage of microprocessor-based systems of electrical centralization, dispatching centralization, automatic lock and movement control, adapted for high-speed, freight-intensive and low-maintenance sectors;
•implementation of advanced  train movement management programs and shunting work;
• development of a system of interval train management that increases the capability of rail lines and rail stations,  power of marshalling units, as well as productivity on the railways.
In a segment of low maintenance ground equipment of  automatic lock and communication efforts are concentrated on the introduction of switching railway points to provide the movement of trains that have 250 kph speed, four VSP-220 electric drives and the new nine-wired scheme of management and control at St Petersburg – Moscow route. Railway traffic lights also must correspond to specific requirements. They are installed on a basis of LED and light-optical systems, which allows, on the one hand, to reduce power consumption, on the other hand, to achieve more reliable operation and better visibility of rail signals.
We can highlight more equipment where modern materials are used:
• air collector with a managing apparatus of car retarders of VUPZ-05М type;
• universal car retarder with pneumatic chambers of ZVU-5pk type;
• car lever retarder of RZ-5pk type;
• КZP-IZD devices for managing traffic on tracks of marshalling slide sector that are very long; 
• devices of protection from lightning and switch overvoltage of control and operating switching points, linear chains of Ebilock 950 traffic lights of microprocessor centralization, UZP1-500 equalizer, UZP1-RU-1000 spark-gap, RU-I, Р-600, R-900, RКN-900 carbon spark-gap;
•modern power supply devices that have an effective protection of power supply chains from lightning and switching overvoltage.

Online Network Monitoring 
There are two pilot projects in RZD within the devices of rail automation and remote control renewal. The first is the development of rail infrastructure in order to prepare and hold the 2014 Olympic Games in Sochi. And the second is organization of high-speed passenger traffic on the St Petersburg – Buslovskaya route.
One of the directions in technical maintenance of railway automation and remote control (and reducing of failures as a result) is the creation of single multi-level system of automated systems of monitoring of state of technical means, as well as the accounting of execution of technological operations. To do it centers of diagnostics and monitoring of the technical state of devices of automatics should be installed on all rail roads, as is the case at Oktaybrskaya Railway. This is the right thing to open the way for the significant improvement in the reliability  of such devices.
The special feature of centers of diagnostics and distant monitoring that have been created at Oktaybrskaya rail road is not just the fact that it was the first such center. After it was created, centers of diagnostics and monitoring of the West-Siberian, North-Caucasian Railways were created as a part of a network system. There are works to build such centers at Kuibyshevskaya, Sverdlovskaya, Moscow and South-East Railways. The main thing is that information that is collected in these centres at Oktaybrskaya Railway is arriving there online. The achieved results allowed to determine the direction of further development in this area, which is helping create a network of multi-level diagnostic system of automation and remote control devices.
Creation of nine road centers of diagnostics and monitoring of automatic lock devices is planned as a further development of tasks on network monitoring. It is also planned to install dispatching control devices and devices of distant monitoring of systems state along 74,000 km distance. The project of center of technical diagnostics and monitoring is developed on the basis of the diagnostic centre of Moscow Railway. It will be a new step towards innovative development.
Nicholay Baluyev, 
Head of the Department of Automation and Remote Control of RZD
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Intelligent Systems and Railways
The transition to a new system of traffic safety insurance is based on analysis of risks and details which come from the online database that contains information about the status of technical means and information about the execution of requirements prescribed for staff by technological process. The situational center of the Russian Railways, which is considered a part of the intelligent railway transport, becomes the main mechanism of control in such a situation.  
The analysis of active automated management systems has shown that the opportunities it provides don’t ensure the full-scale safety of train movement. The lack of quality control processes and the low degree of reliability of the information caused by the peculiarities of the manual method of its formation and entry are significant disadvantages of these automated systems.
A new stage of innovation develop­ment is the transition from the usage of satellite navigation systems used for the individual interests of households and services of RZD to integrated navigation system. It is intended to cover not only the rail network, but  all users of RZD at the same time.
As a part of the strategic direction of scientific and technological develop­ment of the Russian Railways to 2015, the Department of Automation and Remote Control identified a number of tasks in the sphere of innovation development of means and systems of railway automation and remote control, which specify this direction of  work.
The creation of an integrated multi-­function control system for trains,  shunting work and marshalling yard work, based on satellite navigation and transmission of control commands over a radio channel adapted for different categories of rail lines are among the mentioned tasks.
Great attention in RZD JSC is paid to the  implementation of a multi-level automatic system of technical diagnostics and monitoring of the central automatic lock device with simultaneous control of execution of routine procedures and of repair that are needed to ensure the normal operation of the equipment. Together with this there is archiving of data as a protection from failures, and as a basis further analysis in these systems of technical diagnostics and monitoring (STDM). This configuration allows to create an efficient hardware and software complex of dispatching control (HSC-DC) which contains all information for centralized control, for diagnostics and for registration of statuses of the devices of railway automatics and remote control. It also provides management of train movement within its area of responsibili­ty (dispatching) on the railways of Russia. The specificity of RZD also influences active usage of mobile diagnostic centers. This is connected with great branching of networks. That is also the reason why the establishment of low-maintenance ground equipment for centralized automatic lock and communications of  tools of mechanization of sorting slides of a new generation with the elements of reservation and diagnostics is very urgent. Together with it this network is carefully protected from unauthorized access through the usage of durable composite materials and nanotechnology.
As part of the strategic objectives of improving efficiency, railways are equipped with modern means of rail automation and remote control, designed on a microelectronic element basis. They are gradually replacing older analog systems. Digital technolo­gy is becoming the basis of building a multi-level system of management and security provision for trains.

Microprocessors for Dispatching Office 
In 2012, the Department of Automatics and Remote Control of  RZD  JSC, together with other units of RZD and the developers of the railway systems of automation and remote control, conduct active work on the tasks that are set out in a phased program on equipping rail sections with systems of centralised dispatching offices and control to 2012. 
In 2012 the priority of introducing such means of railway automation and remote control that  provide specified levels of safety and security of transportation via Russian railways is established. 
Together with it the implementation of new equipment increases the opportunities for railway systems compared with its relay analog. 
First of all, Tract, Setun, South and Dialogue systems of centralised dispatching should be called. The Tract system was created to provide a proper capacity of railways and traffic safety by the dispatching office cont­rol of signalling devices at stations. It consists of an interconnected subsystem of control station, controlled zones at stations and a switchboard communication subsystem. 
 The Setun system combines a number of automated work places, which may include a set of subsystems. For example, there is the Logical control over the actions of operating personnel and a state of facilities subsystem for the train controller. It helps to automatically detect disturbances or malfunctions in track circuits, traffic lights, railway switches and then gives the appropriate tip to the dispatcher. 
The South system is a two-level hierarchical distribution system that allows the building of  extensive networks. It adapts to the quali­ty of communication channels and automatically rearranges the configuration in case of failure, which provides a high level of  survivabili­ty. The system logically monitors the compliance of statuses of facilities and automatically identifies trains using information from the automated system of quick transportation control. It displays a graph of the executed movement in a volume that is sufficient to move on without paper technologies. Windows, warning of delayed trains and the reasons for their delays also can be seen there. 
Designed for the Dialogue system schematics solutions on linking of linear devices with apparatus of electrocentralization is notable for its minimum number of additional switches and high reliability.
The program of staged refitting of sectors of rail lines (till 2015) with devices of centralized train traffic control and dispatching centralization, as well as with the Ural-VNIIZT GPM system, that was approved by Valentin Gapanovich, Senior Vice President of RZD, provides partial or full  technical re-equipment at sectors that are included in dispatching centralization. Building of new objects of  dispatching centralization at 14 rail lines is also provided by the program.
At the moment 230 sectors or 70% of the whole number of dispatching offices should be equipped with modern microprocessor-based systems of centralized traffic control. The rest will be old systems like Neva, Luch and Minsk. All together in 2011-2015 the program provides technical re-equipment of devices of dispatching centralization at 73 sectors. In the 1st quarter 2012 the works at seven sectors were completed or are at a stage of completion. The essential volume of work is planned to be exe­cuted in 2012-2015.
Other microprocessor devices – means of centralization (EC-ЕМ, Ebilock 950, MPTs-MZ-F, MPC-I, MPC-2, EC-MPC, Dialog-C, RPC-Don) can be named among new and prospective devices. There are also automatic blocks (ABTC-M, ABTC-Е, ABTC-ЕМ), automation of marshalling yards (CSAC MP), means of diagnostics on the technical condition of devices of railway automatics and remote control, and an automatic locomotive shunting alarm (ALSA).

Movement on Interval Schedule
In the long term the development of railway transport till 2030 by Department of Automation and Remote Control provides:
•combined application of micro-processor means in systems of management and security provision of trains at all levels of management;
• the usage of microprocessor-based systems of electrical centralization, dispatching centralization, automatic lock and movement control, adapted for high-speed, freight-intensive and low-maintenance sectors;
•implementation of advanced  train movement management programs and shunting work;
• development of a system of interval train management that increases the capability of rail lines and rail stations,  power of marshalling units, as well as productivity on the railways.
In a segment of low maintenance ground equipment of  automatic lock and communication efforts are concentrated on the introduction of switching railway points to provide the movement of trains that have 250 kph speed, four VSP-220 electric drives and the new nine-wired scheme of management and control at St Petersburg – Moscow route. Railway traffic lights also must correspond to specific requirements. They are installed on a basis of LED and light-optical systems, which allows, on the one hand, to reduce power consumption, on the other hand, to achieve more reliable operation and better visibility of rail signals.
We can highlight more equipment where modern materials are used:
• air collector with a managing apparatus of car retarders of VUPZ-05М type;
• universal car retarder with pneumatic chambers of ZVU-5pk type;
• car lever retarder of RZ-5pk type;
• КZP-IZD devices for managing traffic on tracks of marshalling slide sector that are very long; 
• devices of protection from lightning and switch overvoltage of control and operating switching points, linear chains of Ebilock 950 traffic lights of microprocessor centralization, UZP1-500 equalizer, UZP1-RU-1000 spark-gap, RU-I, Р-600, R-900, RКN-900 carbon spark-gap;
•modern power supply devices that have an effective protection of power supply chains from lightning and switching overvoltage.

Online Network Monitoring 
There are two pilot projects in RZD within the devices of rail automation and remote control renewal. The first is the development of rail infrastructure in order to prepare and hold the 2014 Olympic Games in Sochi. And the second is organization of high-speed passenger traffic on the St Petersburg – Buslovskaya route.
One of the directions in technical maintenance of railway automation and remote control (and reducing of failures as a result) is the creation of single multi-level system of automated systems of monitoring of state of technical means, as well as the accounting of execution of technological operations. To do it centers of diagnostics and monitoring of the technical state of devices of automatics should be installed on all rail roads, as is the case at Oktaybrskaya Railway. This is the right thing to open the way for the significant improvement in the reliability  of such devices.
The special feature of centers of diagnostics and distant monitoring that have been created at Oktaybrskaya rail road is not just the fact that it was the first such center. After it was created, centers of diagnostics and monitoring of the West-Siberian, North-Caucasian Railways were created as a part of a network system. There are works to build such centers at Kuibyshevskaya, Sverdlovskaya, Moscow and South-East Railways. The main thing is that information that is collected in these centres at Oktaybrskaya Railway is arriving there online. The achieved results allowed to determine the direction of further development in this area, which is helping create a network of multi-level diagnostic system of automation and remote control devices.
Creation of nine road centers of diagnostics and monitoring of automatic lock devices is planned as a further development of tasks on network monitoring. It is also planned to install dispatching control devices and devices of distant monitoring of systems state along 74,000 km distance. The project of center of technical diagnostics and monitoring is developed on the basis of the diagnostic centre of Moscow Railway. It will be a new step towards innovative development.
Nicholay Baluyev, 
Head of the Department of Automation and Remote Control of RZD
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Intelligent Systems and Railways
The transition to a new system of traffic safety insurance is based on analysis of risks and details which come from the online database that contains information about the status of technical means and information about the execution of requirements prescribed for staff by technological process. The situational center of the Russian Railways, which is considered a part of the intelligent railway transport, becomes the main mechanism of control in such a situation.  
The analysis of active automated management systems has shown that the opportunities it provides don’t ensure the full-scale safety of train movement. The lack of quality control processes and the low degree of reliability of the information caused by the peculiarities of the manual method of its formation and entry are significant disadvantages of these automated systems.
A new stage of innovation develop­ment is the transition from the usage of satellite navigation systems used for the individual interests of households and services of RZD to integrated navigation system. It is intended to cover not only the rail network, but  all users of RZD at the same time.
As a part of the strategic direction of scientific and technological develop­ment of the Russian Railways to 2015, the Department of Automation and Remote Control identified a number of tasks in the sphere of innovation development of means and systems of railway automation and remote control, which specify this direction of  work.
The creation of an integrated multi-­function control system for trains,  shunting work and marshalling yard work, based on satellite navigation and transmission of control commands over a radio channel adapted for different categories of rail lines are among the mentioned tasks.
Great attention in RZD JSC is paid to the  implementation of a multi-level automatic system of technical diagnostics and monitoring of the central automatic lock device with simultaneous control of execution of routine procedures and of repair that are needed to ensure the normal operation of the equipment. Together with this there is archiving of data as a protection from failures, and as a basis further analysis in these systems of technical diagnostics and monitoring (STDM). This configuration allows to create an efficient hardware and software complex of dispatching control (HSC-DC) which contains all information for centralized control, for diagnostics and for registration of statuses of the devices of railway automatics and remote control. It also provides management of train movement within its area of responsibili­ty (dispatching) on the railways of Russia. The specificity of RZD also influences active usage of mobile diagnostic centers. This is connected with great branching of networks. That is also the reason why the establishment of low-maintenance ground equipment for centralized automatic lock and communications of  tools of mechanization of sorting slides of a new generation with the elements of reservation and diagnostics is very urgent. Together with it this network is carefully protected from unauthorized access through the usage of durable composite materials and nanotechnology.
As part of the strategic objectives of improving efficiency, railways are equipped with modern means of rail automation and remote control, designed on a microelectronic element basis. They are gradually replacing older analog systems. Digital technolo­gy is becoming the basis of building a multi-level system of management and security provision for trains.

Microprocessors for Dispatching Office 
In 2012, the Department of Automatics and Remote Control of  RZD  JSC, together with other units of RZD and the developers of the railway systems of automation and remote control, conduct active work on the tasks that are set out in a phased program on equipping rail sections with systems of centralised dispatching offices and control to 2012. 
In 2012 the priority of introducing such means of railway automation and remote control that  provide specified levels of safety and security of transportation via Russian railways is established. 
Together with it the implementation of new equipment increases the opportunities for railway systems compared with its relay analog. 
First of all, Tract, Setun, South and Dialogue systems of centralised dispatching should be called. The Tract system was created to provide a proper capacity of railways and traffic safety by the dispatching office cont­rol of signalling devices at stations. It consists of an interconnected subsystem of control station, controlled zones at stations and a switchboard communication subsystem. 
 The Setun system combines a number of automated work places, which may include a set of subsystems. For example, there is the Logical control over the actions of operating personnel and a state of facilities subsystem for the train controller. It helps to automatically detect disturbances or malfunctions in track circuits, traffic lights, railway switches and then gives the appropriate tip to the dispatcher. 
The South system is a two-level hierarchical distribution system that allows the building of  extensive networks. It adapts to the quali­ty of communication channels and automatically rearranges the configuration in case of failure, which provides a high level of  survivabili­ty. The system logically monitors the compliance of statuses of facilities and automatically identifies trains using information from the automated system of quick transportation control. It displays a graph of the executed movement in a volume that is sufficient to move on without paper technologies. Windows, warning of delayed trains and the reasons for their delays also can be seen there. 
Designed for the Dialogue system schematics solutions on linking of linear devices with apparatus of electrocentralization is notable for its minimum number of additional switches and high reliability.
The program of staged refitting of sectors of rail lines (till 2015) with devices of centralized train traffic control and dispatching centralization, as well as with the Ural-VNIIZT GPM system, that was approved by Valentin Gapanovich, Senior Vice President of RZD, provides partial or full  technical re-equipment at sectors that are included in dispatching centralization. Building of new objects of  dispatching centralization at 14 rail lines is also provided by the program.
At the moment 230 sectors or 70% of the whole number of dispatching offices should be equipped with modern microprocessor-based systems of centralized traffic control. The rest will be old systems like Neva, Luch and Minsk. All together in 2011-2015 the program provides technical re-equipment of devices of dispatching centralization at 73 sectors. In the 1st quarter 2012 the works at seven sectors were completed or are at a stage of completion. The essential volume of work is planned to be exe­cuted in 2012-2015.
Other microprocessor devices – means of centralization (EC-ЕМ, Ebilock 950, MPTs-MZ-F, MPC-I, MPC-2, EC-MPC, Dialog-C, RPC-Don) can be named among new and prospective devices. There are also automatic blocks (ABTC-M, ABTC-Е, ABTC-ЕМ), automation of marshalling yards (CSAC MP), means of diagnostics on the technical condition of devices of railway automatics and remote control, and an automatic locomotive shunting alarm (ALSA).

Movement on Interval Schedule
In the long term the development of railway transport till 2030 by Department of Automation and Remote Control provides:
•combined application of micro-processor means in systems of management and security provision of trains at all levels of management;
• the usage of microprocessor-based systems of electrical centralization, dispatching centralization, automatic lock and movement control, adapted for high-speed, freight-intensive and low-maintenance sectors;
•implementation of advanced  train movement management programs and shunting work;
• development of a system of interval train management that increases the capability of rail lines and rail stations,  power of marshalling units, as well as productivity on the railways.
In a segment of low maintenance ground equipment of  automatic lock and communication efforts are concentrated on the introduction of switching railway points to provide the movement of trains that have 250 kph speed, four VSP-220 electric drives and the new nine-wired scheme of management and control at St Petersburg – Moscow route. Railway traffic lights also must correspond to specific requirements. They are installed on a basis of LED and light-optical systems, which allows, on the one hand, to reduce power consumption, on the other hand, to achieve more reliable operation and better visibility of rail signals.
We can highlight more equipment where modern materials are used:
• air collector with a managing apparatus of car retarders of VUPZ-05М type;
• universal car retarder with pneumatic chambers of ZVU-5pk type;
• car lever retarder of RZ-5pk type;
• КZP-IZD devices for managing traffic on tracks of marshalling slide sector that are very long; 
• devices of protection from lightning and switch overvoltage of control and operating switching points, linear chains of Ebilock 950 traffic lights of microprocessor centralization, UZP1-500 equalizer, UZP1-RU-1000 spark-gap, RU-I, Р-600, R-900, RКN-900 carbon spark-gap;
•modern power supply devices that have an effective protection of power supply chains from lightning and switching overvoltage.

Online Network Monitoring 
There are two pilot projects in RZD within the devices of rail automation and remote control renewal. The first is the development of rail infrastructure in order to prepare and hold the 2014 Olympic Games in Sochi. And the second is organization of high-speed passenger traffic on the St Petersburg – Buslovskaya route.
One of the directions in technical maintenance of railway automation and remote control (and reducing of failures as a result) is the creation of single multi-level system of automated systems of monitoring of state of technical means, as well as the accounting of execution of technological operations. To do it centers of diagnostics and monitoring of the technical state of devices of automatics should be installed on all rail roads, as is the case at Oktaybrskaya Railway. This is the right thing to open the way for the significant improvement in the reliability  of such devices.
The special feature of centers of diagnostics and distant monitoring that have been created at Oktaybrskaya rail road is not just the fact that it was the first such center. After it was created, centers of diagnostics and monitoring of the West-Siberian, North-Caucasian Railways were created as a part of a network system. There are works to build such centers at Kuibyshevskaya, Sverdlovskaya, Moscow and South-East Railways. The main thing is that information that is collected in these centres at Oktaybrskaya Railway is arriving there online. The achieved results allowed to determine the direction of further development in this area, which is helping create a network of multi-level diagnostic system of automation and remote control devices.
Creation of nine road centers of diagnostics and monitoring of automatic lock devices is planned as a further development of tasks on network monitoring. It is also planned to install dispatching control devices and devices of distant monitoring of systems state along 74,000 km distance. The project of center of technical diagnostics and monitoring is developed on the basis of the diagnostic centre of Moscow Railway. It will be a new step towards innovative development.
Nicholay Baluyev, 
Head of the Department of Automation and Remote Control of RZD
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Intelligent Systems and Railways
The transition to a new system of traffic safety insurance is based on analysis of risks and details which come from the online database that contains information about the status of technical means and information about the execution of requirements prescribed for staff by technological process. The situational center of the Russian Railways, which is considered a part of the intelligent railway transport, becomes the main mechanism of control in such a situation.  
The analysis of active automated management systems has shown that the opportunities it provides don’t ensure the full-scale safety of train movement. The lack of quality control processes and the low degree of reliability of the information caused by the peculiarities of the manual method of its formation and entry are significant disadvantages of these automated systems.
A new stage of innovation develop­ment is the transition from the usage of satellite navigation systems used for the individual interests of households and services of RZD to integrated navigation system. It is intended to cover not only the rail network, but  all users of RZD at the same time.
As a part of the strategic direction of scientific and technological develop­ment of the Russian Railways to 2015, the Department of Automation and Remote Control identified a number of tasks in the sphere of innovation development of means and systems of railway automation and remote control, which specify this direction of  work.
The creation of an integrated multi-­function control system for trains,  shunting work and marshalling yard work, based on satellite navigation and transmission of control commands over a radio channel adapted for different categories of rail lines are among the mentioned tasks.
Great attention in RZD JSC is paid to the  implementation of a multi-level automatic system of technical diagnostics and monitoring of the central automatic lock device with simultaneous control of execution of routine procedures and of repair that are needed to ensure the normal operation of the equipment. Together with this there is archiving of data as a protection from failures, and as a basis further analysis in these systems of technical diagnostics and monitoring (STDM). This configuration allows to create an efficient hardware and software complex of dispatching control (HSC-DC) which contains all information for centralized control, for diagnostics and for registration of statuses of the devices of railway automatics and remote control. It also provides management of train movement within its area of responsibili­ty (dispatching) on the railways of Russia. The specificity of RZD also influences active usage of mobile diagnostic centers. This is connected with great branching of networks. That is also the reason why the establishment of low-maintenance ground equipment for centralized automatic lock and communications of  tools of mechanization of sorting slides of a new generation with the elements of reservation and diagnostics is very urgent. Together with it this network is carefully protected from unauthorized access through the usage of durable composite materials and nanotechnology.
As part of the strategic objectives of improving efficiency, railways are equipped with modern means of rail automation and remote control, designed on a microelectronic element basis. They are gradually replacing older analog systems. Digital technolo­gy is becoming the basis of building a multi-level system of management and security provision for trains.

Microprocessors for Dispatching Office 
In 2012, the Department of Automatics and Remote Control of  RZD  JSC, together with other units of RZD and the developers of the railway systems of automation and remote control, conduct active work on the tasks that are set out in a phased program on equipping rail sections with systems of centralised dispatching offices and control to 2012. 
In 2012 the priority of introducing such means of railway automation and remote control that  provide specified levels of safety and security of transportation via Russian railways is established. 
Together with it the implementation of new equipment increases the opportunities for railway systems compared with its relay analog. 
First of all, Tract, Setun, South and Dialogue systems of centralised dispatching should be called. The Tract system was created to provide a proper capacity of railways and traffic safety by the dispatching office cont­rol of signalling devices at stations. It consists of an interconnected subsystem of control station, controlled zones at stations and a switchboard communication subsystem. 
 The Setun system combines a number of automated work places, which may include a set of subsystems. For example, there is the Logical control over the actions of operating personnel and a state of facilities subsystem for the train controller. It helps to automatically detect disturbances or malfunctions in track circuits, traffic lights, railway switches and then gives the appropriate tip to the dispatcher. 
The South system is a two-level hierarchical distribution system that allows the building of  extensive networks. It adapts to the quali­ty of communication channels and automatically rearranges the configuration in case of failure, which provides a high level of  survivabili­ty. The system logically monitors the compliance of statuses of facilities and automatically identifies trains using information from the automated system of quick transportation control. It displays a graph of the executed movement in a volume that is sufficient to move on without paper technologies. Windows, warning of delayed trains and the reasons for their delays also can be seen there. 
Designed for the Dialogue system schematics solutions on linking of linear devices with apparatus of electrocentralization is notable for its minimum number of additional switches and high reliability.
The program of staged refitting of sectors of rail lines (till 2015) with devices of centralized train traffic control and dispatching centralization, as well as with the Ural-VNIIZT GPM system, that was approved by Valentin Gapanovich, Senior Vice President of RZD, provides partial or full  technical re-equipment at sectors that are included in dispatching centralization. Building of new objects of  dispatching centralization at 14 rail lines is also provided by the program.
At the moment 230 sectors or 70% of the whole number of dispatching offices should be equipped with modern microprocessor-based systems of centralized traffic control. The rest will be old systems like Neva, Luch and Minsk. All together in 2011-2015 the program provides technical re-equipment of devices of dispatching centralization at 73 sectors. In the 1st quarter 2012 the works at seven sectors were completed or are at a stage of completion. The essential volume of work is planned to be exe­cuted in 2012-2015.
Other microprocessor devices – means of centralization (EC-ЕМ, Ebilock 950, MPTs-MZ-F, MPC-I, MPC-2, EC-MPC, Dialog-C, RPC-Don) can be named among new and prospective devices. There are also automatic blocks (ABTC-M, ABTC-Е, ABTC-ЕМ), automation of marshalling yards (CSAC MP), means of diagnostics on the technical condition of devices of railway automatics and remote control, and an automatic locomotive shunting alarm (ALSA).

Movement on Interval Schedule
In the long term the development of railway transport till 2030 by Department of Automation and Remote Control provides:
•combined application of micro-processor means in systems of management and security provision of trains at all levels of management;
• the usage of microprocessor-based systems of electrical centralization, dispatching centralization, automatic lock and movement control, adapted for high-speed, freight-intensive and low-maintenance sectors;
•implementation of advanced  train movement management programs and shunting work;
• development of a system of interval train management that increases the capability of rail lines and rail stations,  power of marshalling units, as well as productivity on the railways.
In a segment of low maintenance ground equipment of  automatic lock and communication efforts are concentrated on the introduction of switching railway points to provide the movement of trains that have 250 kph speed, four VSP-220 electric drives and the new nine-wired scheme of management and control at St Petersburg – Moscow route. Railway traffic lights also must correspond to specific requirements. They are installed on a basis of LED and light-optical systems, which allows, on the one hand, to reduce power consumption, on the other hand, to achieve more reliable operation and better visibility of rail signals.
We can highlight more equipment where modern materials are used:
• air collector with a managing apparatus of car retarders of VUPZ-05М type;
• universal car retarder with pneumatic chambers of ZVU-5pk type;
• car lever retarder of RZ-5pk type;
• КZP-IZD devices for managing traffic on tracks of marshalling slide sector that are very long; 
• devices of protection from lightning and switch overvoltage of control and operating switching points, linear chains of Ebilock 950 traffic lights of microprocessor centralization, UZP1-500 equalizer, UZP1-RU-1000 spark-gap, RU-I, Р-600, R-900, RКN-900 carbon spark-gap;
•modern power supply devices that have an effective protection of power supply chains from lightning and switching overvoltage.

Online Network Monitoring 
There are two pilot projects in RZD within the devices of rail automation and remote control renewal. The first is the development of rail infrastructure in order to prepare and hold the 2014 Olympic Games in Sochi. And the second is organization of high-speed passenger traffic on the St Petersburg – Buslovskaya route.
One of the directions in technical maintenance of railway automation and remote control (and reducing of failures as a result) is the creation of single multi-level system of automated systems of monitoring of state of technical means, as well as the accounting of execution of technological operations. To do it centers of diagnostics and monitoring of the technical state of devices of automatics should be installed on all rail roads, as is the case at Oktaybrskaya Railway. This is the right thing to open the way for the significant improvement in the reliability  of such devices.
The special feature of centers of diagnostics and distant monitoring that have been created at Oktaybrskaya rail road is not just the fact that it was the first such center. After it was created, centers of diagnostics and monitoring of the West-Siberian, North-Caucasian Railways were created as a part of a network system. There are works to build such centers at Kuibyshevskaya, Sverdlovskaya, Moscow and South-East Railways. The main thing is that information that is collected in these centres at Oktaybrskaya Railway is arriving there online. The achieved results allowed to determine the direction of further development in this area, which is helping create a network of multi-level diagnostic system of automation and remote control devices.
Creation of nine road centers of diagnostics and monitoring of automatic lock devices is planned as a further development of tasks on network monitoring. It is also planned to install dispatching control devices and devices of distant monitoring of systems state along 74,000 km distance. The project of center of technical diagnostics and monitoring is developed on the basis of the diagnostic centre of Moscow Railway. It will be a new step towards innovative development.
Nicholay Baluyev, 
Head of the Department of Automation and Remote Control of RZD
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Fitch Revised Ratings of RZD And Its Subsidiaries
Fitch Ratings has affirmed JSC Russian Railways’ long-term foreign currency Issuer Default Rating (IDR) at ‘BBB’ with a Stable Outlook. Fitch has also affirmed RZD Capital Limited’s foreign currency senior unsecured rating at ‘BBB’. 
RZD’s ratings are aligned with those of the Russian Federation (‘BBB’/Stable/’F3’) given its 100% state ownership and strategic importance to the Russian economy. RZD’s ratings reflect the strong links between the state and the company, including the annual tariff and capex approval by the federal government, the provision of federal and regional subsidies for passenger and freight transportation, state-owned bank financing and direct equity injections for capital expenditure funding. 
Fitch Ratings has maintained Russia-based JSC TransContainer’s Issuer Default Rating (IDR) on Rating Watch Negative (RWN). 
TransContainer’s ‘BB+’ Long-term IDR currently includes a one-notch uplift for parental support from Russian Railways, its majority shareholder. The maintained RWN reflects RZD’s decision to further reduce its stake in TransContainer and the continued uncertainty regarding the percentage of shares to be disposed, the timing of the disposal, and the identify of the future majority shareholder.
Also, Fitch Ratings has downgraded Russia-based OJSC Freight One’s (Freight One) Long-term foreign and local currency Issuer Default Ratings (IDR) to ‘BB+’ from ‘BBB-’, Short-term foreign and local currency IDRs to ‘B’ from ‘F3’ and National Long-term rating to ‘AA(rus)’ from ‘AA+(rus)’. The Long-term ratings remain on Rating Watch Negative (RWN). 
The downgrade follows the sale of a 75% stake (minus two shares) in Freight One by Russian Railways to Nezavisimaya Transportnaya Kompaniya LLC for RUB 125.5 billion. The current ratings reflect Freight One’s standalone credit profile without any parental support or constraint. 

Talgo Passenger Rolling Stock Will Be Adapted to 1520 mm Broad Gauge Rail System
VNIIZhT (Research Institute of Railway Transport), a subsidiary of Russian Railways, and Patentes Talgo signed a framework agreement to adapt the passenger rolling stock made by Talgo to the 1520 mm broad gauge rail system. The signing ceremony took place in Madrid on January 25, 2012.
The agreement provides for conducting research testing on the products made by the Talgo company in the following areas: increasing (optimising) the dimensions of passenger car bodies; adapting the Talgo automatic gauge change system to winter conditions; adapting the brake systems on Talgo rolling stock to the requirements and standards of 1520 mm wheels; adapting Talgo products to ensure electromagnetic compatibility with the infrastructure of the 1520 mm broad gauge railway system.In addition, the Research Institute will act as consultant to the Talgo company on the technical specifics of the content and operation of infrastructure and the rolling stock used in railway transport in Russia, as well as on the existing norms and regulations and technical and methodological documents used on the 1520 mm broad gauge rail system.

RZD and Siemens Sign Contracts for Supply And Maintenance of Eight Velaro RUS (Sapsan) Trains
Russian Railways has signed a contract with the German company Siemens for the supply of eight high-speed Velaro RUS (Sapsan) trains and a separate contract for their maintenance. Vladimir Yakunin, President of Russian Railways, and Peter Löscher, President and Chief Executive Officer of Siemens AG, signed the two documents.
The contracts come after Russian Railways placed a new order for the supply and maintenance of another eight high-speed Velaro RUS (Sapsan) trains and are worth about €600 million. The trains will be manufactured at the Siemens plant in Krefeld, Germany, with delivery planned to begin in January 2014. The maintenance contract with Siemens will run for 30 years. RZD has already taken a delivery of eight Sapsan trains, which entered ser­vice in Russia at the end of 2009 and now operate between Moscow – St Petersburg and Moscow – Nizhny Novgorod at speeds of up to 250 kph. Five million passengers have used these high-speed train services in the two years since their launch.
The eight new trains will operate bet­ween Moscow – St Petersburg to meet the high demand for services on that route.

ICT Group Forms Venture with Mitsui to Lease Railcars
ICT Group said it formed a joint venture with Mitsui & Co. Ltd. to lease railcars in Russia.
The partners will invest $100 million in the project and may boost the total to $500 million in the future. Mitsui and ICT will have a 50% stake in the JV each. The joint venture will be located in Moscow and starts operations in April 2012. The target of the JV is to increase transport capacities by providing leasing of cargo wagons especially in such popular sectors as transportation of coal, iron ore, and other natural resources.

Russian Railways Announces 2011 half-year Results According to IFRS
The interim consolidated financial statements of Russian Railways and its subsidiaries (“Group”) prepared in accordance with International Financial Reporting Standards comprise the financial results of over 140 of its subsidiaries and 170 associated companies. 
The Group’s total revenues for the six months ending June 30, 2011, increased by 9% to RUR 691 billion from RUR 633 billion for the six months ending 30 June 2010. The relative increase in revenue was largely driven by an 8% increase in freight turnover and a 4% increase in volumes of cargo shipped. In the first half of 2011 the Group generated EBITDA of RUR 165 billion which is 20% lower than for the six months ending June 30, 2010, with an EBITDA margin of 24% for the six months ending June 30, 2011.
The Net Debt to EBITDA ratio for the six months ending June 30, 2011, was 0.72 which is slightly higher compared with the corresponding figure of 0.58 at the end of 2010. EBITDA to Net Interest Expenses ratio has increased to 86.58 as a result of the lower cost of borrowings and increased share of capitalized interest. The Group’s net profit in the reporting period declined by 29% compared with 2010 and amounted to RUR 67 billion (RUR 95 billion in the first half of 2011).
The amount of Group’s capital investments for the six months ending June 30, 2011, has increased by 16.8% to RUR 194 billion from RUR 166 billion for the six months ending June 30, 2010, due to increased investments in infrastructure development projects.

NOVATEK and RZD Sign Strategic Partnership Agreement
On March 2, 2012, Russian Railways CEO Vladimir Yakunin and NOVATEK CEO Leonid Mikhelson signed a Strategic Partnership Agreement to 2020. 
The Agreement emphasizes the mutual cooperation between the two companies relating to transportation of liquid hydrocarbons from NOVATEK’s wholly-owned Purovsky Processing Plant and the moder­nization and development of railway infrastructure to increase capacity on the Limbey – Surgut – Tobolsk section of the Sverdlovsk Railways.
The Agreement provides for the transport of 100% of the volume produced at the Purovsky Plant (stable gas condensate and LPG) and takes into consideration the expected growth in production capacity and the possibility to increase transportation capacity up to 12 million tons per annum.
The Agreement stipulates that RZD is responsible for increasing the capacity of the “Limbey – Surgut – Tobolsk” section at an estimated cost of RUR 41.3 billion, of which RUR 30.5 billion will be financed by NOVATEK according to the approved financing and construction schedule. NOVATEK’s investment in the infrastructure development will be reimbursed against future transportation volumes as agreed by the parties.

Kuzbassrazrezugol Plans to Buy 2,500 Gondola Cars in 2012
Kuzbassrazrezugol, an Open Joint-Stock Coal Company engaged in coal-mining activities, is going to purchase 2,500 gondola cars with the total cost of RUR 5.7 billion. 
The first 200 units of this rolling stock have already been added to the company’s railcar fleet. The new rolling stock has been already registered in the Federal Agency of Railway Transport and got 8-digit numbers necessary to provide railway transportation. Another 160-230 railcars will be added to the company’s railway fleet monthly. In the words of Alexander Pronkin, Deputy Commercial Director at Kuzbassrazrezugol, the expansion of the company’s own park of gondola cars will solve some problems arising from the lack of railcars of other rolling stock owners.

JV of TMH and Wärtsilä to Start Production of Engines in Penza in June 2013
The production of engines at the joint venture of Transmashholding and Wärtsilä in Penza (a town in Russia) will start in June 2013. 
“In the first six months of 2013, the JV plans to produce 30 engines, then its production volume is to grow to 300 per annum. The most part of the company’s production (70%) will be manufactured for the railway,” reported RZD’s corporate television.
The construction of the plant is to start in June 2012. At first, 150 workplaces will be established. Later, their number will increase to 300. According to calculations, the sales revenue must amount to €67 million per annum. 
Transmashholding and Wärtsilä agreed on the launch of a joint venture to develop and produce railway, marine, and power diesel engines in 2010. The planned investment volume was RUR 1.8 billion. The production of engines was supposed to start in 2012.
    [~DETAIL_TEXT] => 
Fitch Revised Ratings of RZD And Its Subsidiaries
Fitch Ratings has affirmed JSC Russian Railways’ long-term foreign currency Issuer Default Rating (IDR) at ‘BBB’ with a Stable Outlook. Fitch has also affirmed RZD Capital Limited’s foreign currency senior unsecured rating at ‘BBB’. 
RZD’s ratings are aligned with those of the Russian Federation (‘BBB’/Stable/’F3’) given its 100% state ownership and strategic importance to the Russian economy. RZD’s ratings reflect the strong links between the state and the company, including the annual tariff and capex approval by the federal government, the provision of federal and regional subsidies for passenger and freight transportation, state-owned bank financing and direct equity injections for capital expenditure funding. 
Fitch Ratings has maintained Russia-based JSC TransContainer’s Issuer Default Rating (IDR) on Rating Watch Negative (RWN). 
TransContainer’s ‘BB+’ Long-term IDR currently includes a one-notch uplift for parental support from Russian Railways, its majority shareholder. The maintained RWN reflects RZD’s decision to further reduce its stake in TransContainer and the continued uncertainty regarding the percentage of shares to be disposed, the timing of the disposal, and the identify of the future majority shareholder.
Also, Fitch Ratings has downgraded Russia-based OJSC Freight One’s (Freight One) Long-term foreign and local currency Issuer Default Ratings (IDR) to ‘BB+’ from ‘BBB-’, Short-term foreign and local currency IDRs to ‘B’ from ‘F3’ and National Long-term rating to ‘AA(rus)’ from ‘AA+(rus)’. The Long-term ratings remain on Rating Watch Negative (RWN). 
The downgrade follows the sale of a 75% stake (minus two shares) in Freight One by Russian Railways to Nezavisimaya Transportnaya Kompaniya LLC for RUB 125.5 billion. The current ratings reflect Freight One’s standalone credit profile without any parental support or constraint. 

Talgo Passenger Rolling Stock Will Be Adapted to 1520 mm Broad Gauge Rail System
VNIIZhT (Research Institute of Railway Transport), a subsidiary of Russian Railways, and Patentes Talgo signed a framework agreement to adapt the passenger rolling stock made by Talgo to the 1520 mm broad gauge rail system. The signing ceremony took place in Madrid on January 25, 2012.
The agreement provides for conducting research testing on the products made by the Talgo company in the following areas: increasing (optimising) the dimensions of passenger car bodies; adapting the Talgo automatic gauge change system to winter conditions; adapting the brake systems on Talgo rolling stock to the requirements and standards of 1520 mm wheels; adapting Talgo products to ensure electromagnetic compatibility with the infrastructure of the 1520 mm broad gauge railway system.In addition, the Research Institute will act as consultant to the Talgo company on the technical specifics of the content and operation of infrastructure and the rolling stock used in railway transport in Russia, as well as on the existing norms and regulations and technical and methodological documents used on the 1520 mm broad gauge rail system.

RZD and Siemens Sign Contracts for Supply And Maintenance of Eight Velaro RUS (Sapsan) Trains
Russian Railways has signed a contract with the German company Siemens for the supply of eight high-speed Velaro RUS (Sapsan) trains and a separate contract for their maintenance. Vladimir Yakunin, President of Russian Railways, and Peter Löscher, President and Chief Executive Officer of Siemens AG, signed the two documents.
The contracts come after Russian Railways placed a new order for the supply and maintenance of another eight high-speed Velaro RUS (Sapsan) trains and are worth about €600 million. The trains will be manufactured at the Siemens plant in Krefeld, Germany, with delivery planned to begin in January 2014. The maintenance contract with Siemens will run for 30 years. RZD has already taken a delivery of eight Sapsan trains, which entered ser­vice in Russia at the end of 2009 and now operate between Moscow – St Petersburg and Moscow – Nizhny Novgorod at speeds of up to 250 kph. Five million passengers have used these high-speed train services in the two years since their launch.
The eight new trains will operate bet­ween Moscow – St Petersburg to meet the high demand for services on that route.

ICT Group Forms Venture with Mitsui to Lease Railcars
ICT Group said it formed a joint venture with Mitsui & Co. Ltd. to lease railcars in Russia.
The partners will invest $100 million in the project and may boost the total to $500 million in the future. Mitsui and ICT will have a 50% stake in the JV each. The joint venture will be located in Moscow and starts operations in April 2012. The target of the JV is to increase transport capacities by providing leasing of cargo wagons especially in such popular sectors as transportation of coal, iron ore, and other natural resources.

Russian Railways Announces 2011 half-year Results According to IFRS
The interim consolidated financial statements of Russian Railways and its subsidiaries (“Group”) prepared in accordance with International Financial Reporting Standards comprise the financial results of over 140 of its subsidiaries and 170 associated companies. 
The Group’s total revenues for the six months ending June 30, 2011, increased by 9% to RUR 691 billion from RUR 633 billion for the six months ending 30 June 2010. The relative increase in revenue was largely driven by an 8% increase in freight turnover and a 4% increase in volumes of cargo shipped. In the first half of 2011 the Group generated EBITDA of RUR 165 billion which is 20% lower than for the six months ending June 30, 2010, with an EBITDA margin of 24% for the six months ending June 30, 2011.
The Net Debt to EBITDA ratio for the six months ending June 30, 2011, was 0.72 which is slightly higher compared with the corresponding figure of 0.58 at the end of 2010. EBITDA to Net Interest Expenses ratio has increased to 86.58 as a result of the lower cost of borrowings and increased share of capitalized interest. The Group’s net profit in the reporting period declined by 29% compared with 2010 and amounted to RUR 67 billion (RUR 95 billion in the first half of 2011).
The amount of Group’s capital investments for the six months ending June 30, 2011, has increased by 16.8% to RUR 194 billion from RUR 166 billion for the six months ending June 30, 2010, due to increased investments in infrastructure development projects.

NOVATEK and RZD Sign Strategic Partnership Agreement
On March 2, 2012, Russian Railways CEO Vladimir Yakunin and NOVATEK CEO Leonid Mikhelson signed a Strategic Partnership Agreement to 2020. 
The Agreement emphasizes the mutual cooperation between the two companies relating to transportation of liquid hydrocarbons from NOVATEK’s wholly-owned Purovsky Processing Plant and the moder­nization and development of railway infrastructure to increase capacity on the Limbey – Surgut – Tobolsk section of the Sverdlovsk Railways.
The Agreement provides for the transport of 100% of the volume produced at the Purovsky Plant (stable gas condensate and LPG) and takes into consideration the expected growth in production capacity and the possibility to increase transportation capacity up to 12 million tons per annum.
The Agreement stipulates that RZD is responsible for increasing the capacity of the “Limbey – Surgut – Tobolsk” section at an estimated cost of RUR 41.3 billion, of which RUR 30.5 billion will be financed by NOVATEK according to the approved financing and construction schedule. NOVATEK’s investment in the infrastructure development will be reimbursed against future transportation volumes as agreed by the parties.

Kuzbassrazrezugol Plans to Buy 2,500 Gondola Cars in 2012
Kuzbassrazrezugol, an Open Joint-Stock Coal Company engaged in coal-mining activities, is going to purchase 2,500 gondola cars with the total cost of RUR 5.7 billion. 
The first 200 units of this rolling stock have already been added to the company’s railcar fleet. The new rolling stock has been already registered in the Federal Agency of Railway Transport and got 8-digit numbers necessary to provide railway transportation. Another 160-230 railcars will be added to the company’s railway fleet monthly. In the words of Alexander Pronkin, Deputy Commercial Director at Kuzbassrazrezugol, the expansion of the company’s own park of gondola cars will solve some problems arising from the lack of railcars of other rolling stock owners.

JV of TMH and Wärtsilä to Start Production of Engines in Penza in June 2013
The production of engines at the joint venture of Transmashholding and Wärtsilä in Penza (a town in Russia) will start in June 2013. 
“In the first six months of 2013, the JV plans to produce 30 engines, then its production volume is to grow to 300 per annum. The most part of the company’s production (70%) will be manufactured for the railway,” reported RZD’s corporate television.
The construction of the plant is to start in June 2012. At first, 150 workplaces will be established. Later, their number will increase to 300. According to calculations, the sales revenue must amount to €67 million per annum. 
Transmashholding and Wärtsilä agreed on the launch of a joint venture to develop and produce railway, marine, and power diesel engines in 2010. The planned investment volume was RUR 1.8 billion. The production of engines was supposed to start in 2012.
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    [~PREVIEW_TEXT] => Fitch Ratings has affirmed JSC Russian Railways’ long-term foreign currency Issuer Default Rating (IDR) at ‘BBB’ with a Stable Outlook. Fitch has also affirmed RZD Capital Limited’s foreign currency senior unsecured rating at ‘BBB’.
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Fitch Revised Ratings of RZD And Its Subsidiaries
Fitch Ratings has affirmed JSC Russian Railways’ long-term foreign currency Issuer Default Rating (IDR) at ‘BBB’ with a Stable Outlook. Fitch has also affirmed RZD Capital Limited’s foreign currency senior unsecured rating at ‘BBB’. 
RZD’s ratings are aligned with those of the Russian Federation (‘BBB’/Stable/’F3’) given its 100% state ownership and strategic importance to the Russian economy. RZD’s ratings reflect the strong links between the state and the company, including the annual tariff and capex approval by the federal government, the provision of federal and regional subsidies for passenger and freight transportation, state-owned bank financing and direct equity injections for capital expenditure funding. 
Fitch Ratings has maintained Russia-based JSC TransContainer’s Issuer Default Rating (IDR) on Rating Watch Negative (RWN). 
TransContainer’s ‘BB+’ Long-term IDR currently includes a one-notch uplift for parental support from Russian Railways, its majority shareholder. The maintained RWN reflects RZD’s decision to further reduce its stake in TransContainer and the continued uncertainty regarding the percentage of shares to be disposed, the timing of the disposal, and the identify of the future majority shareholder.
Also, Fitch Ratings has downgraded Russia-based OJSC Freight One’s (Freight One) Long-term foreign and local currency Issuer Default Ratings (IDR) to ‘BB+’ from ‘BBB-’, Short-term foreign and local currency IDRs to ‘B’ from ‘F3’ and National Long-term rating to ‘AA(rus)’ from ‘AA+(rus)’. The Long-term ratings remain on Rating Watch Negative (RWN). 
The downgrade follows the sale of a 75% stake (minus two shares) in Freight One by Russian Railways to Nezavisimaya Transportnaya Kompaniya LLC for RUB 125.5 billion. The current ratings reflect Freight One’s standalone credit profile without any parental support or constraint. 

Talgo Passenger Rolling Stock Will Be Adapted to 1520 mm Broad Gauge Rail System
VNIIZhT (Research Institute of Railway Transport), a subsidiary of Russian Railways, and Patentes Talgo signed a framework agreement to adapt the passenger rolling stock made by Talgo to the 1520 mm broad gauge rail system. The signing ceremony took place in Madrid on January 25, 2012.
The agreement provides for conducting research testing on the products made by the Talgo company in the following areas: increasing (optimising) the dimensions of passenger car bodies; adapting the Talgo automatic gauge change system to winter conditions; adapting the brake systems on Talgo rolling stock to the requirements and standards of 1520 mm wheels; adapting Talgo products to ensure electromagnetic compatibility with the infrastructure of the 1520 mm broad gauge railway system.In addition, the Research Institute will act as consultant to the Talgo company on the technical specifics of the content and operation of infrastructure and the rolling stock used in railway transport in Russia, as well as on the existing norms and regulations and technical and methodological documents used on the 1520 mm broad gauge rail system.

RZD and Siemens Sign Contracts for Supply And Maintenance of Eight Velaro RUS (Sapsan) Trains
Russian Railways has signed a contract with the German company Siemens for the supply of eight high-speed Velaro RUS (Sapsan) trains and a separate contract for their maintenance. Vladimir Yakunin, President of Russian Railways, and Peter Löscher, President and Chief Executive Officer of Siemens AG, signed the two documents.
The contracts come after Russian Railways placed a new order for the supply and maintenance of another eight high-speed Velaro RUS (Sapsan) trains and are worth about €600 million. The trains will be manufactured at the Siemens plant in Krefeld, Germany, with delivery planned to begin in January 2014. The maintenance contract with Siemens will run for 30 years. RZD has already taken a delivery of eight Sapsan trains, which entered ser­vice in Russia at the end of 2009 and now operate between Moscow – St Petersburg and Moscow – Nizhny Novgorod at speeds of up to 250 kph. Five million passengers have used these high-speed train services in the two years since their launch.
The eight new trains will operate bet­ween Moscow – St Petersburg to meet the high demand for services on that route.

ICT Group Forms Venture with Mitsui to Lease Railcars
ICT Group said it formed a joint venture with Mitsui & Co. Ltd. to lease railcars in Russia.
The partners will invest $100 million in the project and may boost the total to $500 million in the future. Mitsui and ICT will have a 50% stake in the JV each. The joint venture will be located in Moscow and starts operations in April 2012. The target of the JV is to increase transport capacities by providing leasing of cargo wagons especially in such popular sectors as transportation of coal, iron ore, and other natural resources.

Russian Railways Announces 2011 half-year Results According to IFRS
The interim consolidated financial statements of Russian Railways and its subsidiaries (“Group”) prepared in accordance with International Financial Reporting Standards comprise the financial results of over 140 of its subsidiaries and 170 associated companies. 
The Group’s total revenues for the six months ending June 30, 2011, increased by 9% to RUR 691 billion from RUR 633 billion for the six months ending 30 June 2010. The relative increase in revenue was largely driven by an 8% increase in freight turnover and a 4% increase in volumes of cargo shipped. In the first half of 2011 the Group generated EBITDA of RUR 165 billion which is 20% lower than for the six months ending June 30, 2010, with an EBITDA margin of 24% for the six months ending June 30, 2011.
The Net Debt to EBITDA ratio for the six months ending June 30, 2011, was 0.72 which is slightly higher compared with the corresponding figure of 0.58 at the end of 2010. EBITDA to Net Interest Expenses ratio has increased to 86.58 as a result of the lower cost of borrowings and increased share of capitalized interest. The Group’s net profit in the reporting period declined by 29% compared with 2010 and amounted to RUR 67 billion (RUR 95 billion in the first half of 2011).
The amount of Group’s capital investments for the six months ending June 30, 2011, has increased by 16.8% to RUR 194 billion from RUR 166 billion for the six months ending June 30, 2010, due to increased investments in infrastructure development projects.

NOVATEK and RZD Sign Strategic Partnership Agreement
On March 2, 2012, Russian Railways CEO Vladimir Yakunin and NOVATEK CEO Leonid Mikhelson signed a Strategic Partnership Agreement to 2020. 
The Agreement emphasizes the mutual cooperation between the two companies relating to transportation of liquid hydrocarbons from NOVATEK’s wholly-owned Purovsky Processing Plant and the moder­nization and development of railway infrastructure to increase capacity on the Limbey – Surgut – Tobolsk section of the Sverdlovsk Railways.
The Agreement provides for the transport of 100% of the volume produced at the Purovsky Plant (stable gas condensate and LPG) and takes into consideration the expected growth in production capacity and the possibility to increase transportation capacity up to 12 million tons per annum.
The Agreement stipulates that RZD is responsible for increasing the capacity of the “Limbey – Surgut – Tobolsk” section at an estimated cost of RUR 41.3 billion, of which RUR 30.5 billion will be financed by NOVATEK according to the approved financing and construction schedule. NOVATEK’s investment in the infrastructure development will be reimbursed against future transportation volumes as agreed by the parties.

Kuzbassrazrezugol Plans to Buy 2,500 Gondola Cars in 2012
Kuzbassrazrezugol, an Open Joint-Stock Coal Company engaged in coal-mining activities, is going to purchase 2,500 gondola cars with the total cost of RUR 5.7 billion. 
The first 200 units of this rolling stock have already been added to the company’s railcar fleet. The new rolling stock has been already registered in the Federal Agency of Railway Transport and got 8-digit numbers necessary to provide railway transportation. Another 160-230 railcars will be added to the company’s railway fleet monthly. In the words of Alexander Pronkin, Deputy Commercial Director at Kuzbassrazrezugol, the expansion of the company’s own park of gondola cars will solve some problems arising from the lack of railcars of other rolling stock owners.

JV of TMH and Wärtsilä to Start Production of Engines in Penza in June 2013
The production of engines at the joint venture of Transmashholding and Wärtsilä in Penza (a town in Russia) will start in June 2013. 
“In the first six months of 2013, the JV plans to produce 30 engines, then its production volume is to grow to 300 per annum. The most part of the company’s production (70%) will be manufactured for the railway,” reported RZD’s corporate television.
The construction of the plant is to start in June 2012. At first, 150 workplaces will be established. Later, their number will increase to 300. According to calculations, the sales revenue must amount to €67 million per annum. 
Transmashholding and Wärtsilä agreed on the launch of a joint venture to develop and produce railway, marine, and power diesel engines in 2010. The planned investment volume was RUR 1.8 billion. The production of engines was supposed to start in 2012.
    [~DETAIL_TEXT] => 
Fitch Revised Ratings of RZD And Its Subsidiaries
Fitch Ratings has affirmed JSC Russian Railways’ long-term foreign currency Issuer Default Rating (IDR) at ‘BBB’ with a Stable Outlook. Fitch has also affirmed RZD Capital Limited’s foreign currency senior unsecured rating at ‘BBB’. 
RZD’s ratings are aligned with those of the Russian Federation (‘BBB’/Stable/’F3’) given its 100% state ownership and strategic importance to the Russian economy. RZD’s ratings reflect the strong links between the state and the company, including the annual tariff and capex approval by the federal government, the provision of federal and regional subsidies for passenger and freight transportation, state-owned bank financing and direct equity injections for capital expenditure funding. 
Fitch Ratings has maintained Russia-based JSC TransContainer’s Issuer Default Rating (IDR) on Rating Watch Negative (RWN). 
TransContainer’s ‘BB+’ Long-term IDR currently includes a one-notch uplift for parental support from Russian Railways, its majority shareholder. The maintained RWN reflects RZD’s decision to further reduce its stake in TransContainer and the continued uncertainty regarding the percentage of shares to be disposed, the timing of the disposal, and the identify of the future majority shareholder.
Also, Fitch Ratings has downgraded Russia-based OJSC Freight One’s (Freight One) Long-term foreign and local currency Issuer Default Ratings (IDR) to ‘BB+’ from ‘BBB-’, Short-term foreign and local currency IDRs to ‘B’ from ‘F3’ and National Long-term rating to ‘AA(rus)’ from ‘AA+(rus)’. The Long-term ratings remain on Rating Watch Negative (RWN). 
The downgrade follows the sale of a 75% stake (minus two shares) in Freight One by Russian Railways to Nezavisimaya Transportnaya Kompaniya LLC for RUB 125.5 billion. The current ratings reflect Freight One’s standalone credit profile without any parental support or constraint. 

Talgo Passenger Rolling Stock Will Be Adapted to 1520 mm Broad Gauge Rail System
VNIIZhT (Research Institute of Railway Transport), a subsidiary of Russian Railways, and Patentes Talgo signed a framework agreement to adapt the passenger rolling stock made by Talgo to the 1520 mm broad gauge rail system. The signing ceremony took place in Madrid on January 25, 2012.
The agreement provides for conducting research testing on the products made by the Talgo company in the following areas: increasing (optimising) the dimensions of passenger car bodies; adapting the Talgo automatic gauge change system to winter conditions; adapting the brake systems on Talgo rolling stock to the requirements and standards of 1520 mm wheels; adapting Talgo products to ensure electromagnetic compatibility with the infrastructure of the 1520 mm broad gauge railway system.In addition, the Research Institute will act as consultant to the Talgo company on the technical specifics of the content and operation of infrastructure and the rolling stock used in railway transport in Russia, as well as on the existing norms and regulations and technical and methodological documents used on the 1520 mm broad gauge rail system.

RZD and Siemens Sign Contracts for Supply And Maintenance of Eight Velaro RUS (Sapsan) Trains
Russian Railways has signed a contract with the German company Siemens for the supply of eight high-speed Velaro RUS (Sapsan) trains and a separate contract for their maintenance. Vladimir Yakunin, President of Russian Railways, and Peter Löscher, President and Chief Executive Officer of Siemens AG, signed the two documents.
The contracts come after Russian Railways placed a new order for the supply and maintenance of another eight high-speed Velaro RUS (Sapsan) trains and are worth about €600 million. The trains will be manufactured at the Siemens plant in Krefeld, Germany, with delivery planned to begin in January 2014. The maintenance contract with Siemens will run for 30 years. RZD has already taken a delivery of eight Sapsan trains, which entered ser­vice in Russia at the end of 2009 and now operate between Moscow – St Petersburg and Moscow – Nizhny Novgorod at speeds of up to 250 kph. Five million passengers have used these high-speed train services in the two years since their launch.
The eight new trains will operate bet­ween Moscow – St Petersburg to meet the high demand for services on that route.

ICT Group Forms Venture with Mitsui to Lease Railcars
ICT Group said it formed a joint venture with Mitsui & Co. Ltd. to lease railcars in Russia.
The partners will invest $100 million in the project and may boost the total to $500 million in the future. Mitsui and ICT will have a 50% stake in the JV each. The joint venture will be located in Moscow and starts operations in April 2012. The target of the JV is to increase transport capacities by providing leasing of cargo wagons especially in such popular sectors as transportation of coal, iron ore, and other natural resources.

Russian Railways Announces 2011 half-year Results According to IFRS
The interim consolidated financial statements of Russian Railways and its subsidiaries (“Group”) prepared in accordance with International Financial Reporting Standards comprise the financial results of over 140 of its subsidiaries and 170 associated companies. 
The Group’s total revenues for the six months ending June 30, 2011, increased by 9% to RUR 691 billion from RUR 633 billion for the six months ending 30 June 2010. The relative increase in revenue was largely driven by an 8% increase in freight turnover and a 4% increase in volumes of cargo shipped. In the first half of 2011 the Group generated EBITDA of RUR 165 billion which is 20% lower than for the six months ending June 30, 2010, with an EBITDA margin of 24% for the six months ending June 30, 2011.
The Net Debt to EBITDA ratio for the six months ending June 30, 2011, was 0.72 which is slightly higher compared with the corresponding figure of 0.58 at the end of 2010. EBITDA to Net Interest Expenses ratio has increased to 86.58 as a result of the lower cost of borrowings and increased share of capitalized interest. The Group’s net profit in the reporting period declined by 29% compared with 2010 and amounted to RUR 67 billion (RUR 95 billion in the first half of 2011).
The amount of Group’s capital investments for the six months ending June 30, 2011, has increased by 16.8% to RUR 194 billion from RUR 166 billion for the six months ending June 30, 2010, due to increased investments in infrastructure development projects.

NOVATEK and RZD Sign Strategic Partnership Agreement
On March 2, 2012, Russian Railways CEO Vladimir Yakunin and NOVATEK CEO Leonid Mikhelson signed a Strategic Partnership Agreement to 2020. 
The Agreement emphasizes the mutual cooperation between the two companies relating to transportation of liquid hydrocarbons from NOVATEK’s wholly-owned Purovsky Processing Plant and the moder­nization and development of railway infrastructure to increase capacity on the Limbey – Surgut – Tobolsk section of the Sverdlovsk Railways.
The Agreement provides for the transport of 100% of the volume produced at the Purovsky Plant (stable gas condensate and LPG) and takes into consideration the expected growth in production capacity and the possibility to increase transportation capacity up to 12 million tons per annum.
The Agreement stipulates that RZD is responsible for increasing the capacity of the “Limbey – Surgut – Tobolsk” section at an estimated cost of RUR 41.3 billion, of which RUR 30.5 billion will be financed by NOVATEK according to the approved financing and construction schedule. NOVATEK’s investment in the infrastructure development will be reimbursed against future transportation volumes as agreed by the parties.

Kuzbassrazrezugol Plans to Buy 2,500 Gondola Cars in 2012
Kuzbassrazrezugol, an Open Joint-Stock Coal Company engaged in coal-mining activities, is going to purchase 2,500 gondola cars with the total cost of RUR 5.7 billion. 
The first 200 units of this rolling stock have already been added to the company’s railcar fleet. The new rolling stock has been already registered in the Federal Agency of Railway Transport and got 8-digit numbers necessary to provide railway transportation. Another 160-230 railcars will be added to the company’s railway fleet monthly. In the words of Alexander Pronkin, Deputy Commercial Director at Kuzbassrazrezugol, the expansion of the company’s own park of gondola cars will solve some problems arising from the lack of railcars of other rolling stock owners.

JV of TMH and Wärtsilä to Start Production of Engines in Penza in June 2013
The production of engines at the joint venture of Transmashholding and Wärtsilä in Penza (a town in Russia) will start in June 2013. 
“In the first six months of 2013, the JV plans to produce 30 engines, then its production volume is to grow to 300 per annum. The most part of the company’s production (70%) will be manufactured for the railway,” reported RZD’s corporate television.
The construction of the plant is to start in June 2012. At first, 150 workplaces will be established. Later, their number will increase to 300. According to calculations, the sales revenue must amount to €67 million per annum. 
Transmashholding and Wärtsilä agreed on the launch of a joint venture to develop and produce railway, marine, and power diesel engines in 2010. The planned investment volume was RUR 1.8 billion. The production of engines was supposed to start in 2012.
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A Positive Trend 
Transportation volumes of large-capacity containers on Russian Railways’ network in 2011 amounted to 2.7 million TEU, an 18% increase in comparison with 2010. Exports showed the best dynamics (+29%). The results of imports and domestic transportation were more moderate (+18% and +14% respectively), and the increase in the transit volume was the smallest (+8%).
According to the data of the Centre of Transport Service – an affiliate of RZD, the volume of containerised cargo carried via the RZD’s network in 2011 was 26.48 million tons, 16.3% more than in 2010. In twenty-foot equivalent units, the market increased by 2.7% only, from 1.54 million TEU to 1.58 million TEU. 
Domestic transportation of containerised cargo rose to 11.4 million tons (+8.5% in comparison with 2010); exports grew to 8.7 million tons (+20%), and imports to 4.8 million tons (+37%). The volu­me of transit containerised freight remained almost the same as in 2010 (1.5 million tons). In TEUs, there was an increase in exports and imports (+14% and +29% respectively). On the contrary, there was a decline in domestic and transit transportation (-7.4% and -3.6% respectively). 
Over 290,000 loaded containers (+22.7%) or 7.87 million tons (+24%) were transported to sea ports. 64,500 TEU (-13.3%) or 845,000 tons (-2.3%) were carried via border crossings.
According to the number of loaded containers for inland transportation last year, the leaders were Moscow Railway, Far Eastern Railway, Oktyabrskaya Railway, Sverdlovskaya Railway, and West Siberian Railway. Far Eastern, Moscow, Oktyabrskaya and Zabaikalskaya Railways were the leaders according to the number of import containers transportation. Oktyabrskaya, East Siberian, Northern, Sverdlovsk, and Moscow Railways carried more export boxes than other affiliates of RZD. Oktyab­rskaya, Moscow, Privolzhsk, and South Ural Railways were the leaders according to the number of loaded transit containers.
In particular, 232,800 containers were loaded at stations of Far Eastern Railway, a 21% increase in comparison with 2010. Of that, the number of large-capacity containers was 214,500 (+25.8%). Almost 4 million tons of cargo (+25.4%) was loaded into containers at stations of Far Eastern Railway. 
Analysing the structure of container transportation according to the type of communication, one should take into account the increase in the share of exports and imports in 2011 – by 2.3% and 3.8% respectively. 82% of export was carried via port stations (+24%), and 18%  via border crossings (-2% year on year). 
The container transportation volu­me carried in the rolling stock of TransContainer in 2011 was 1.36 million TEU, 13.3% more compared with 2010. Profitable transportation, i.e. transportation of clients’ containers and company’s own loaded boxes grew by 17.2% year-on-year to 1.02 million TEU. There were positive dynamics in all types of transportation – domestic transportation (+8.2%), exports (+24.4%), imports (+16.6%), and transit transportation (+17.8%). The company’s share of the RF container market fell by 1% to 51.1% last year.
The container transportation business of a number of Russian railway operators was growing faster last year than the average market figures. Particularly, Transgarant (is incorporated into FESCO transport group of companies) increased the volume of cargo transportation in containers by 31% to 147,000 TEU. Last year, the company staked its claim on develop­ment of fast container block trains. 467 such trains were dispatched. Basic cargoes carried in containers were consumer goods, production of pulp and paper and chemical industries, goods destined for the Northern territories, and car components.  
2010 was the most successful year in the history of Russkaya Troyka. It was the first time the company carried more than 100,000 TEU. In fact, last year, Russkaya Troyka transported 104,660 TEU, 30% more compared with 2010. The major increase was in the volume of domestic and export transportation in 2010, but last year the company’s import transportation more than doubled, exports grew by 12%, and domestic transportation by 9%.
The number of trains dispatched by the company increased too. In 2010, Russkaya Troyka organised 416 trains, including project ones (car components delivery), and in 2011 this figure amounted to 775. As of the end of the last year, the company dispatched up to eight trains to the Far East and Siberia, and five to six trains from Vladivostok and Moscow a week. Also, Russkaya Troyka in cooperation with partners participated in the launch of trains from Nakhodka to Moscow and organisation of other services.
According to the Coordinating Council on Transsiberian Transportation, the volume of international transportation of cargo in large-capacity containers amounted to 564,000 TEU in 2011, a 27.3% growth in comparison with 2010. 339,800 TEU was carried between Russia and China in January-December 2011, 53% more than in 2010. 113,500 TEU was transported between Russia and the Republic of Korea (+28%), and 37,400 TEU between Russia and Japan (+34%). 
The entire volume of transit carried via the Transsiberian Mainline was 45,600 TEU (+40.7%), that of imports and exports was 279,100 TEU (+20.8%) and 239,300 TEU (+33.4%) respectively. Of that, 26,200 TEU, 130,400 TEU, and 59,000 TEU respectively were transported by container trains (all in all, 215,500 TEU). In the opinion of Nikolay Rezvov, CEO of Russkaya Troyka, the Transsiberian Mainline is one of the most popular and developed lines on the Russian railway network. It is enough just to count the number of container block trains (regardless of coupling and carload shipments) from the Far Eastern terminals of Vladivostok and Nakhodka. 

Container Block Trains: Becoming More Popular
In 2011, a number of projects envisaging the launch of container block trains started. One of the most important was named the “New Silk Road”. The pilot train ran 11,000 kilometres from Chongqing (China) to Duisburg (Germany). The train was launched in March by a joint Russian-German enterprise Trans Eurasia Logistics GmbH. The customer was DB Schenker Logistics. The positive experience allowed for the launch of regular communication on the line on June 30. In March-September 2011, there were 14 trains loaded with computer hardware made by Hewlett-Packard (1,168 TEU). The project was stopped for the winter because it is impossible to guarantee the temperature conditions necessary for the hardware. Trans Eurasia Logistics GmbH acted as the operator in Europe; CRIMT on the territory of China; Kaztransservice  in Kazakhstan, and TransContainer and Belintertrans on the territory of Russia and Belarus. 
The most topical issue is connected with tariffs. If the Chinese government did not donate to this initiative, the cargo owner would suffer losses dispatching the goods. Partners state that, perhaps, it would be possible to develop a single position and put some discount mechanism into operation. The Chinese party insists on the joint reduction of rates. “This is a single product, and neither party should carry out its own policy here,” adds Erkhat Iskaliev, Vice President at NC Kazakhstan Temir Zholy (KTZ). KTZ and RZD are arranging to form stable tariff conditions for the next 5-7 years. In the words of Petr Baskakov, CEO of TransContainer, this project provides a guaranteed and stable service, and its further development will make for the activation of Eurasian economic cooperation and trading contracts. 
Another project realised last year was the container block train that ran between Nakhodka Vostochnaya and Brest. The pilot train was launched in January. 385 TEU loaded with plazma panels made by LG were transported from Korea to Poland by five such trains.     
Also, in January 2011, a Chongqing – Cherkessk train provided a single delivery of car components from China for Derways automobile company (106 TEU). The Brest – Kuntsevo-2 train was launched in May. In 2011, 25 such trains delivered 2,327 TEU of Bosch consumer appliances to Russia.
In September, a Nakhodka Vostochnaya – Zaschita block train started deliveries of car bodies for industrial assemblage, car components, spares, and mixed consignments. In the fourth quarter of 2011, there were 12 such trains, which carried 1,209 TEU. Moreover, last December, there was one more container train (97 TEU) transporting car components from Korea on the line Nakhodka Vostochnaya – Kemerovo Sortirovochnaya–Kopylovo–Tomsk Gruzovoy–Predkombinat–Ishanovo.
It is worth talking about the “Slavyansky Express” project carried out by Russkaya Troyka. A container train was launched in test mode in autumn 2011. It left Slavkov (Poland), ran through Ukraine to Bryansk and further – according to the destination place of cargo – single railcars or groups of wagons were moved. The main peculia­rity of this project is that the train passes transit customs stations on schedule. The statistics of work on this direction (there were 12 trains in the fourth quarter) showed that it takes a container from 7 to 17 days to run 1,500 kilometres in carload shipment mode. If the service is regular, and the cargo is carried by a container train, the fixed delivery time is 2.4 days (58 hours) taking into account time needed to pass all obligatory procedures at the border.
Also, it is worth paying attention to a new transport product developed in the framework of “The Transsib in 7 Days” project. In November 2011, a train of TransContainer ran from Nakhodka Vostochnaya to Shushary (the total distance is 9,795 kilometres) in 6 days and 16 hours. The train consisted of 55 40-foot containers loaded with the car components of Hyundai Motors. The project began in March 2011. At first, the transit time was 11 days. In half a year, it was cut by 4 days due to a reduction of the number of stops for technical check-ups and combining such stops with the places where the teams and locomotives were changed. The average speed amounted to 1,400-1,500 kilometres per day, while the usual speed is 800-1,000 kilometres per day. The traffic was optimised due to the scrapping of technical maintenance at some stations and trains running through them. In 2011, six such trains transported 620 TEU on the line.

Forecast: Moderate Growth
In early October 2011, the Board of RZD approved the Concept of Complex Development of the Container Business in the holding company. Such a document has become necessary, because, according to experts’ evaluations, the world market in container transportation will maintain high rates of development (not less than 8%) over the next decade. “The major growth of container transportation volume will take place at the expense of the increasing goods exchange between the countries of the Asia and Pacific region and Europe. A significant part of this cargo flow may be transported as transit via the CIS states. But only if there are all the necessary technological, normative, legal, and tariff conditions for that,” considers Salman Babayev, RZD Vice President for Commercial Activity.
The Concept was created to increase the level of cargo flows containerisation on Russian railways from 1.6% to 4% and, in particular, to enlarge the share of transit transportation, which nowadays does not correspond to the beneficial position of the country on international transit corridors (now it is less than 5%). 
To make the container business more competitive, the document sets a target to create and put into operation, stage by stage, a system of groupage and single container dispatches with cargo flows concentrating between large container terminals, or hubs. This will increase the route speed of single and groupage container dispatches from 200-400 kilometres per day at present to 500-700 kilometres per day. Also, it is planned to optimise the structure of expenditure on container transportation over small and medium distances, taking into account the adoption of technology used in regular line container trains for cargo flow concentration, which will allow it to compete with road transport on distances from 500 to 2,000 kilometres.
The Concept suggests enlarging the range of offered forwarding services: door-to-door delivery, container location on-line control, guaranteed delivery time. 
To attract transit cargo flows and develop international transport corridors through Russia, especially those on the East – West direction, it is planned to establish a large international logistics operator specialising in transit transportation (a broad spectrum of partners are supposed to participate in the company’s capital); to form competitive through-tariff rates, to organise close interaction with European and Chinese intermodal operators as well as the administrations of railways under the aegis of the International Union of Railways. 
After this Concept is carried out, consignors will have the option of reliable and fast transportation of a wide range of containerised goods via the application of up-to-date intermodal technologies; the demand for the services of forwarders and container transportation operators will increase; foreign partners will benefit from the diversification of goods delivery schemes using the transport system of Russia.
The economy of the Russian Fede­ration will reach the level of the most developed countries according to containerised goods flows and the volume of transit container transportation as an important type of non-resource export with a high added value.
Judging by the results of the container business in Russia in 2011, first of all, we can speak about activation of such services as container block trains. The dynamics of transportation via the Transsib show that demand for the mainline for international transportation grows faster than for domestic transportation (+27% and +15% respectively). This is also proved by the significant increase in transit container transportation via the Transsib (+41%). Notwithstanding the insufficient share of transit in the transportation structure, the prerequisites for its increase are being created in Russia. As for container transportation on RZD’s network, experts forecast that there will be moderate growth in 2011.
By Elena Ushkova
    [~DETAIL_TEXT] => 
A Positive Trend 
Transportation volumes of large-capacity containers on Russian Railways’ network in 2011 amounted to 2.7 million TEU, an 18% increase in comparison with 2010. Exports showed the best dynamics (+29%). The results of imports and domestic transportation were more moderate (+18% and +14% respectively), and the increase in the transit volume was the smallest (+8%).
According to the data of the Centre of Transport Service – an affiliate of RZD, the volume of containerised cargo carried via the RZD’s network in 2011 was 26.48 million tons, 16.3% more than in 2010. In twenty-foot equivalent units, the market increased by 2.7% only, from 1.54 million TEU to 1.58 million TEU. 
Domestic transportation of containerised cargo rose to 11.4 million tons (+8.5% in comparison with 2010); exports grew to 8.7 million tons (+20%), and imports to 4.8 million tons (+37%). The volu­me of transit containerised freight remained almost the same as in 2010 (1.5 million tons). In TEUs, there was an increase in exports and imports (+14% and +29% respectively). On the contrary, there was a decline in domestic and transit transportation (-7.4% and -3.6% respectively). 
Over 290,000 loaded containers (+22.7%) or 7.87 million tons (+24%) were transported to sea ports. 64,500 TEU (-13.3%) or 845,000 tons (-2.3%) were carried via border crossings.
According to the number of loaded containers for inland transportation last year, the leaders were Moscow Railway, Far Eastern Railway, Oktyabrskaya Railway, Sverdlovskaya Railway, and West Siberian Railway. Far Eastern, Moscow, Oktyabrskaya and Zabaikalskaya Railways were the leaders according to the number of import containers transportation. Oktyabrskaya, East Siberian, Northern, Sverdlovsk, and Moscow Railways carried more export boxes than other affiliates of RZD. Oktyab­rskaya, Moscow, Privolzhsk, and South Ural Railways were the leaders according to the number of loaded transit containers.
In particular, 232,800 containers were loaded at stations of Far Eastern Railway, a 21% increase in comparison with 2010. Of that, the number of large-capacity containers was 214,500 (+25.8%). Almost 4 million tons of cargo (+25.4%) was loaded into containers at stations of Far Eastern Railway. 
Analysing the structure of container transportation according to the type of communication, one should take into account the increase in the share of exports and imports in 2011 – by 2.3% and 3.8% respectively. 82% of export was carried via port stations (+24%), and 18%  via border crossings (-2% year on year). 
The container transportation volu­me carried in the rolling stock of TransContainer in 2011 was 1.36 million TEU, 13.3% more compared with 2010. Profitable transportation, i.e. transportation of clients’ containers and company’s own loaded boxes grew by 17.2% year-on-year to 1.02 million TEU. There were positive dynamics in all types of transportation – domestic transportation (+8.2%), exports (+24.4%), imports (+16.6%), and transit transportation (+17.8%). The company’s share of the RF container market fell by 1% to 51.1% last year.
The container transportation business of a number of Russian railway operators was growing faster last year than the average market figures. Particularly, Transgarant (is incorporated into FESCO transport group of companies) increased the volume of cargo transportation in containers by 31% to 147,000 TEU. Last year, the company staked its claim on develop­ment of fast container block trains. 467 such trains were dispatched. Basic cargoes carried in containers were consumer goods, production of pulp and paper and chemical industries, goods destined for the Northern territories, and car components.  
2010 was the most successful year in the history of Russkaya Troyka. It was the first time the company carried more than 100,000 TEU. In fact, last year, Russkaya Troyka transported 104,660 TEU, 30% more compared with 2010. The major increase was in the volume of domestic and export transportation in 2010, but last year the company’s import transportation more than doubled, exports grew by 12%, and domestic transportation by 9%.
The number of trains dispatched by the company increased too. In 2010, Russkaya Troyka organised 416 trains, including project ones (car components delivery), and in 2011 this figure amounted to 775. As of the end of the last year, the company dispatched up to eight trains to the Far East and Siberia, and five to six trains from Vladivostok and Moscow a week. Also, Russkaya Troyka in cooperation with partners participated in the launch of trains from Nakhodka to Moscow and organisation of other services.
According to the Coordinating Council on Transsiberian Transportation, the volume of international transportation of cargo in large-capacity containers amounted to 564,000 TEU in 2011, a 27.3% growth in comparison with 2010. 339,800 TEU was carried between Russia and China in January-December 2011, 53% more than in 2010. 113,500 TEU was transported between Russia and the Republic of Korea (+28%), and 37,400 TEU between Russia and Japan (+34%). 
The entire volume of transit carried via the Transsiberian Mainline was 45,600 TEU (+40.7%), that of imports and exports was 279,100 TEU (+20.8%) and 239,300 TEU (+33.4%) respectively. Of that, 26,200 TEU, 130,400 TEU, and 59,000 TEU respectively were transported by container trains (all in all, 215,500 TEU). In the opinion of Nikolay Rezvov, CEO of Russkaya Troyka, the Transsiberian Mainline is one of the most popular and developed lines on the Russian railway network. It is enough just to count the number of container block trains (regardless of coupling and carload shipments) from the Far Eastern terminals of Vladivostok and Nakhodka. 

Container Block Trains: Becoming More Popular
In 2011, a number of projects envisaging the launch of container block trains started. One of the most important was named the “New Silk Road”. The pilot train ran 11,000 kilometres from Chongqing (China) to Duisburg (Germany). The train was launched in March by a joint Russian-German enterprise Trans Eurasia Logistics GmbH. The customer was DB Schenker Logistics. The positive experience allowed for the launch of regular communication on the line on June 30. In March-September 2011, there were 14 trains loaded with computer hardware made by Hewlett-Packard (1,168 TEU). The project was stopped for the winter because it is impossible to guarantee the temperature conditions necessary for the hardware. Trans Eurasia Logistics GmbH acted as the operator in Europe; CRIMT on the territory of China; Kaztransservice  in Kazakhstan, and TransContainer and Belintertrans on the territory of Russia and Belarus. 
The most topical issue is connected with tariffs. If the Chinese government did not donate to this initiative, the cargo owner would suffer losses dispatching the goods. Partners state that, perhaps, it would be possible to develop a single position and put some discount mechanism into operation. The Chinese party insists on the joint reduction of rates. “This is a single product, and neither party should carry out its own policy here,” adds Erkhat Iskaliev, Vice President at NC Kazakhstan Temir Zholy (KTZ). KTZ and RZD are arranging to form stable tariff conditions for the next 5-7 years. In the words of Petr Baskakov, CEO of TransContainer, this project provides a guaranteed and stable service, and its further development will make for the activation of Eurasian economic cooperation and trading contracts. 
Another project realised last year was the container block train that ran between Nakhodka Vostochnaya and Brest. The pilot train was launched in January. 385 TEU loaded with plazma panels made by LG were transported from Korea to Poland by five such trains.     
Also, in January 2011, a Chongqing – Cherkessk train provided a single delivery of car components from China for Derways automobile company (106 TEU). The Brest – Kuntsevo-2 train was launched in May. In 2011, 25 such trains delivered 2,327 TEU of Bosch consumer appliances to Russia.
In September, a Nakhodka Vostochnaya – Zaschita block train started deliveries of car bodies for industrial assemblage, car components, spares, and mixed consignments. In the fourth quarter of 2011, there were 12 such trains, which carried 1,209 TEU. Moreover, last December, there was one more container train (97 TEU) transporting car components from Korea on the line Nakhodka Vostochnaya – Kemerovo Sortirovochnaya–Kopylovo–Tomsk Gruzovoy–Predkombinat–Ishanovo.
It is worth talking about the “Slavyansky Express” project carried out by Russkaya Troyka. A container train was launched in test mode in autumn 2011. It left Slavkov (Poland), ran through Ukraine to Bryansk and further – according to the destination place of cargo – single railcars or groups of wagons were moved. The main peculia­rity of this project is that the train passes transit customs stations on schedule. The statistics of work on this direction (there were 12 trains in the fourth quarter) showed that it takes a container from 7 to 17 days to run 1,500 kilometres in carload shipment mode. If the service is regular, and the cargo is carried by a container train, the fixed delivery time is 2.4 days (58 hours) taking into account time needed to pass all obligatory procedures at the border.
Also, it is worth paying attention to a new transport product developed in the framework of “The Transsib in 7 Days” project. In November 2011, a train of TransContainer ran from Nakhodka Vostochnaya to Shushary (the total distance is 9,795 kilometres) in 6 days and 16 hours. The train consisted of 55 40-foot containers loaded with the car components of Hyundai Motors. The project began in March 2011. At first, the transit time was 11 days. In half a year, it was cut by 4 days due to a reduction of the number of stops for technical check-ups and combining such stops with the places where the teams and locomotives were changed. The average speed amounted to 1,400-1,500 kilometres per day, while the usual speed is 800-1,000 kilometres per day. The traffic was optimised due to the scrapping of technical maintenance at some stations and trains running through them. In 2011, six such trains transported 620 TEU on the line.

Forecast: Moderate Growth
In early October 2011, the Board of RZD approved the Concept of Complex Development of the Container Business in the holding company. Such a document has become necessary, because, according to experts’ evaluations, the world market in container transportation will maintain high rates of development (not less than 8%) over the next decade. “The major growth of container transportation volume will take place at the expense of the increasing goods exchange between the countries of the Asia and Pacific region and Europe. A significant part of this cargo flow may be transported as transit via the CIS states. But only if there are all the necessary technological, normative, legal, and tariff conditions for that,” considers Salman Babayev, RZD Vice President for Commercial Activity.
The Concept was created to increase the level of cargo flows containerisation on Russian railways from 1.6% to 4% and, in particular, to enlarge the share of transit transportation, which nowadays does not correspond to the beneficial position of the country on international transit corridors (now it is less than 5%). 
To make the container business more competitive, the document sets a target to create and put into operation, stage by stage, a system of groupage and single container dispatches with cargo flows concentrating between large container terminals, or hubs. This will increase the route speed of single and groupage container dispatches from 200-400 kilometres per day at present to 500-700 kilometres per day. Also, it is planned to optimise the structure of expenditure on container transportation over small and medium distances, taking into account the adoption of technology used in regular line container trains for cargo flow concentration, which will allow it to compete with road transport on distances from 500 to 2,000 kilometres.
The Concept suggests enlarging the range of offered forwarding services: door-to-door delivery, container location on-line control, guaranteed delivery time. 
To attract transit cargo flows and develop international transport corridors through Russia, especially those on the East – West direction, it is planned to establish a large international logistics operator specialising in transit transportation (a broad spectrum of partners are supposed to participate in the company’s capital); to form competitive through-tariff rates, to organise close interaction with European and Chinese intermodal operators as well as the administrations of railways under the aegis of the International Union of Railways. 
After this Concept is carried out, consignors will have the option of reliable and fast transportation of a wide range of containerised goods via the application of up-to-date intermodal technologies; the demand for the services of forwarders and container transportation operators will increase; foreign partners will benefit from the diversification of goods delivery schemes using the transport system of Russia.
The economy of the Russian Fede­ration will reach the level of the most developed countries according to containerised goods flows and the volume of transit container transportation as an important type of non-resource export with a high added value.
Judging by the results of the container business in Russia in 2011, first of all, we can speak about activation of such services as container block trains. The dynamics of transportation via the Transsib show that demand for the mainline for international transportation grows faster than for domestic transportation (+27% and +15% respectively). This is also proved by the significant increase in transit container transportation via the Transsib (+41%). Notwithstanding the insufficient share of transit in the transportation structure, the prerequisites for its increase are being created in Russia. As for container transportation on RZD’s network, experts forecast that there will be moderate growth in 2011.
By Elena Ushkova
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A Positive Trend 
Transportation volumes of large-capacity containers on Russian Railways’ network in 2011 amounted to 2.7 million TEU, an 18% increase in comparison with 2010. Exports showed the best dynamics (+29%). The results of imports and domestic transportation were more moderate (+18% and +14% respectively), and the increase in the transit volume was the smallest (+8%).
According to the data of the Centre of Transport Service – an affiliate of RZD, the volume of containerised cargo carried via the RZD’s network in 2011 was 26.48 million tons, 16.3% more than in 2010. In twenty-foot equivalent units, the market increased by 2.7% only, from 1.54 million TEU to 1.58 million TEU. 
Domestic transportation of containerised cargo rose to 11.4 million tons (+8.5% in comparison with 2010); exports grew to 8.7 million tons (+20%), and imports to 4.8 million tons (+37%). The volu­me of transit containerised freight remained almost the same as in 2010 (1.5 million tons). In TEUs, there was an increase in exports and imports (+14% and +29% respectively). On the contrary, there was a decline in domestic and transit transportation (-7.4% and -3.6% respectively). 
Over 290,000 loaded containers (+22.7%) or 7.87 million tons (+24%) were transported to sea ports. 64,500 TEU (-13.3%) or 845,000 tons (-2.3%) were carried via border crossings.
According to the number of loaded containers for inland transportation last year, the leaders were Moscow Railway, Far Eastern Railway, Oktyabrskaya Railway, Sverdlovskaya Railway, and West Siberian Railway. Far Eastern, Moscow, Oktyabrskaya and Zabaikalskaya Railways were the leaders according to the number of import containers transportation. Oktyabrskaya, East Siberian, Northern, Sverdlovsk, and Moscow Railways carried more export boxes than other affiliates of RZD. Oktyab­rskaya, Moscow, Privolzhsk, and South Ural Railways were the leaders according to the number of loaded transit containers.
In particular, 232,800 containers were loaded at stations of Far Eastern Railway, a 21% increase in comparison with 2010. Of that, the number of large-capacity containers was 214,500 (+25.8%). Almost 4 million tons of cargo (+25.4%) was loaded into containers at stations of Far Eastern Railway. 
Analysing the structure of container transportation according to the type of communication, one should take into account the increase in the share of exports and imports in 2011 – by 2.3% and 3.8% respectively. 82% of export was carried via port stations (+24%), and 18%  via border crossings (-2% year on year). 
The container transportation volu­me carried in the rolling stock of TransContainer in 2011 was 1.36 million TEU, 13.3% more compared with 2010. Profitable transportation, i.e. transportation of clients’ containers and company’s own loaded boxes grew by 17.2% year-on-year to 1.02 million TEU. There were positive dynamics in all types of transportation – domestic transportation (+8.2%), exports (+24.4%), imports (+16.6%), and transit transportation (+17.8%). The company’s share of the RF container market fell by 1% to 51.1% last year.
The container transportation business of a number of Russian railway operators was growing faster last year than the average market figures. Particularly, Transgarant (is incorporated into FESCO transport group of companies) increased the volume of cargo transportation in containers by 31% to 147,000 TEU. Last year, the company staked its claim on develop­ment of fast container block trains. 467 such trains were dispatched. Basic cargoes carried in containers were consumer goods, production of pulp and paper and chemical industries, goods destined for the Northern territories, and car components.  
2010 was the most successful year in the history of Russkaya Troyka. It was the first time the company carried more than 100,000 TEU. In fact, last year, Russkaya Troyka transported 104,660 TEU, 30% more compared with 2010. The major increase was in the volume of domestic and export transportation in 2010, but last year the company’s import transportation more than doubled, exports grew by 12%, and domestic transportation by 9%.
The number of trains dispatched by the company increased too. In 2010, Russkaya Troyka organised 416 trains, including project ones (car components delivery), and in 2011 this figure amounted to 775. As of the end of the last year, the company dispatched up to eight trains to the Far East and Siberia, and five to six trains from Vladivostok and Moscow a week. Also, Russkaya Troyka in cooperation with partners participated in the launch of trains from Nakhodka to Moscow and organisation of other services.
According to the Coordinating Council on Transsiberian Transportation, the volume of international transportation of cargo in large-capacity containers amounted to 564,000 TEU in 2011, a 27.3% growth in comparison with 2010. 339,800 TEU was carried between Russia and China in January-December 2011, 53% more than in 2010. 113,500 TEU was transported between Russia and the Republic of Korea (+28%), and 37,400 TEU between Russia and Japan (+34%). 
The entire volume of transit carried via the Transsiberian Mainline was 45,600 TEU (+40.7%), that of imports and exports was 279,100 TEU (+20.8%) and 239,300 TEU (+33.4%) respectively. Of that, 26,200 TEU, 130,400 TEU, and 59,000 TEU respectively were transported by container trains (all in all, 215,500 TEU). In the opinion of Nikolay Rezvov, CEO of Russkaya Troyka, the Transsiberian Mainline is one of the most popular and developed lines on the Russian railway network. It is enough just to count the number of container block trains (regardless of coupling and carload shipments) from the Far Eastern terminals of Vladivostok and Nakhodka. 

Container Block Trains: Becoming More Popular
In 2011, a number of projects envisaging the launch of container block trains started. One of the most important was named the “New Silk Road”. The pilot train ran 11,000 kilometres from Chongqing (China) to Duisburg (Germany). The train was launched in March by a joint Russian-German enterprise Trans Eurasia Logistics GmbH. The customer was DB Schenker Logistics. The positive experience allowed for the launch of regular communication on the line on June 30. In March-September 2011, there were 14 trains loaded with computer hardware made by Hewlett-Packard (1,168 TEU). The project was stopped for the winter because it is impossible to guarantee the temperature conditions necessary for the hardware. Trans Eurasia Logistics GmbH acted as the operator in Europe; CRIMT on the territory of China; Kaztransservice  in Kazakhstan, and TransContainer and Belintertrans on the territory of Russia and Belarus. 
The most topical issue is connected with tariffs. If the Chinese government did not donate to this initiative, the cargo owner would suffer losses dispatching the goods. Partners state that, perhaps, it would be possible to develop a single position and put some discount mechanism into operation. The Chinese party insists on the joint reduction of rates. “This is a single product, and neither party should carry out its own policy here,” adds Erkhat Iskaliev, Vice President at NC Kazakhstan Temir Zholy (KTZ). KTZ and RZD are arranging to form stable tariff conditions for the next 5-7 years. In the words of Petr Baskakov, CEO of TransContainer, this project provides a guaranteed and stable service, and its further development will make for the activation of Eurasian economic cooperation and trading contracts. 
Another project realised last year was the container block train that ran between Nakhodka Vostochnaya and Brest. The pilot train was launched in January. 385 TEU loaded with plazma panels made by LG were transported from Korea to Poland by five such trains.     
Also, in January 2011, a Chongqing – Cherkessk train provided a single delivery of car components from China for Derways automobile company (106 TEU). The Brest – Kuntsevo-2 train was launched in May. In 2011, 25 such trains delivered 2,327 TEU of Bosch consumer appliances to Russia.
In September, a Nakhodka Vostochnaya – Zaschita block train started deliveries of car bodies for industrial assemblage, car components, spares, and mixed consignments. In the fourth quarter of 2011, there were 12 such trains, which carried 1,209 TEU. Moreover, last December, there was one more container train (97 TEU) transporting car components from Korea on the line Nakhodka Vostochnaya – Kemerovo Sortirovochnaya–Kopylovo–Tomsk Gruzovoy–Predkombinat–Ishanovo.
It is worth talking about the “Slavyansky Express” project carried out by Russkaya Troyka. A container train was launched in test mode in autumn 2011. It left Slavkov (Poland), ran through Ukraine to Bryansk and further – according to the destination place of cargo – single railcars or groups of wagons were moved. The main peculia­rity of this project is that the train passes transit customs stations on schedule. The statistics of work on this direction (there were 12 trains in the fourth quarter) showed that it takes a container from 7 to 17 days to run 1,500 kilometres in carload shipment mode. If the service is regular, and the cargo is carried by a container train, the fixed delivery time is 2.4 days (58 hours) taking into account time needed to pass all obligatory procedures at the border.
Also, it is worth paying attention to a new transport product developed in the framework of “The Transsib in 7 Days” project. In November 2011, a train of TransContainer ran from Nakhodka Vostochnaya to Shushary (the total distance is 9,795 kilometres) in 6 days and 16 hours. The train consisted of 55 40-foot containers loaded with the car components of Hyundai Motors. The project began in March 2011. At first, the transit time was 11 days. In half a year, it was cut by 4 days due to a reduction of the number of stops for technical check-ups and combining such stops with the places where the teams and locomotives were changed. The average speed amounted to 1,400-1,500 kilometres per day, while the usual speed is 800-1,000 kilometres per day. The traffic was optimised due to the scrapping of technical maintenance at some stations and trains running through them. In 2011, six such trains transported 620 TEU on the line.

Forecast: Moderate Growth
In early October 2011, the Board of RZD approved the Concept of Complex Development of the Container Business in the holding company. Such a document has become necessary, because, according to experts’ evaluations, the world market in container transportation will maintain high rates of development (not less than 8%) over the next decade. “The major growth of container transportation volume will take place at the expense of the increasing goods exchange between the countries of the Asia and Pacific region and Europe. A significant part of this cargo flow may be transported as transit via the CIS states. But only if there are all the necessary technological, normative, legal, and tariff conditions for that,” considers Salman Babayev, RZD Vice President for Commercial Activity.
The Concept was created to increase the level of cargo flows containerisation on Russian railways from 1.6% to 4% and, in particular, to enlarge the share of transit transportation, which nowadays does not correspond to the beneficial position of the country on international transit corridors (now it is less than 5%). 
To make the container business more competitive, the document sets a target to create and put into operation, stage by stage, a system of groupage and single container dispatches with cargo flows concentrating between large container terminals, or hubs. This will increase the route speed of single and groupage container dispatches from 200-400 kilometres per day at present to 500-700 kilometres per day. Also, it is planned to optimise the structure of expenditure on container transportation over small and medium distances, taking into account the adoption of technology used in regular line container trains for cargo flow concentration, which will allow it to compete with road transport on distances from 500 to 2,000 kilometres.
The Concept suggests enlarging the range of offered forwarding services: door-to-door delivery, container location on-line control, guaranteed delivery time. 
To attract transit cargo flows and develop international transport corridors through Russia, especially those on the East – West direction, it is planned to establish a large international logistics operator specialising in transit transportation (a broad spectrum of partners are supposed to participate in the company’s capital); to form competitive through-tariff rates, to organise close interaction with European and Chinese intermodal operators as well as the administrations of railways under the aegis of the International Union of Railways. 
After this Concept is carried out, consignors will have the option of reliable and fast transportation of a wide range of containerised goods via the application of up-to-date intermodal technologies; the demand for the services of forwarders and container transportation operators will increase; foreign partners will benefit from the diversification of goods delivery schemes using the transport system of Russia.
The economy of the Russian Fede­ration will reach the level of the most developed countries according to containerised goods flows and the volume of transit container transportation as an important type of non-resource export with a high added value.
Judging by the results of the container business in Russia in 2011, first of all, we can speak about activation of such services as container block trains. The dynamics of transportation via the Transsib show that demand for the mainline for international transportation grows faster than for domestic transportation (+27% and +15% respectively). This is also proved by the significant increase in transit container transportation via the Transsib (+41%). Notwithstanding the insufficient share of transit in the transportation structure, the prerequisites for its increase are being created in Russia. As for container transportation on RZD’s network, experts forecast that there will be moderate growth in 2011.
By Elena Ushkova
    [~DETAIL_TEXT] => 
A Positive Trend 
Transportation volumes of large-capacity containers on Russian Railways’ network in 2011 amounted to 2.7 million TEU, an 18% increase in comparison with 2010. Exports showed the best dynamics (+29%). The results of imports and domestic transportation were more moderate (+18% and +14% respectively), and the increase in the transit volume was the smallest (+8%).
According to the data of the Centre of Transport Service – an affiliate of RZD, the volume of containerised cargo carried via the RZD’s network in 2011 was 26.48 million tons, 16.3% more than in 2010. In twenty-foot equivalent units, the market increased by 2.7% only, from 1.54 million TEU to 1.58 million TEU. 
Domestic transportation of containerised cargo rose to 11.4 million tons (+8.5% in comparison with 2010); exports grew to 8.7 million tons (+20%), and imports to 4.8 million tons (+37%). The volu­me of transit containerised freight remained almost the same as in 2010 (1.5 million tons). In TEUs, there was an increase in exports and imports (+14% and +29% respectively). On the contrary, there was a decline in domestic and transit transportation (-7.4% and -3.6% respectively). 
Over 290,000 loaded containers (+22.7%) or 7.87 million tons (+24%) were transported to sea ports. 64,500 TEU (-13.3%) or 845,000 tons (-2.3%) were carried via border crossings.
According to the number of loaded containers for inland transportation last year, the leaders were Moscow Railway, Far Eastern Railway, Oktyabrskaya Railway, Sverdlovskaya Railway, and West Siberian Railway. Far Eastern, Moscow, Oktyabrskaya and Zabaikalskaya Railways were the leaders according to the number of import containers transportation. Oktyabrskaya, East Siberian, Northern, Sverdlovsk, and Moscow Railways carried more export boxes than other affiliates of RZD. Oktyab­rskaya, Moscow, Privolzhsk, and South Ural Railways were the leaders according to the number of loaded transit containers.
In particular, 232,800 containers were loaded at stations of Far Eastern Railway, a 21% increase in comparison with 2010. Of that, the number of large-capacity containers was 214,500 (+25.8%). Almost 4 million tons of cargo (+25.4%) was loaded into containers at stations of Far Eastern Railway. 
Analysing the structure of container transportation according to the type of communication, one should take into account the increase in the share of exports and imports in 2011 – by 2.3% and 3.8% respectively. 82% of export was carried via port stations (+24%), and 18%  via border crossings (-2% year on year). 
The container transportation volu­me carried in the rolling stock of TransContainer in 2011 was 1.36 million TEU, 13.3% more compared with 2010. Profitable transportation, i.e. transportation of clients’ containers and company’s own loaded boxes grew by 17.2% year-on-year to 1.02 million TEU. There were positive dynamics in all types of transportation – domestic transportation (+8.2%), exports (+24.4%), imports (+16.6%), and transit transportation (+17.8%). The company’s share of the RF container market fell by 1% to 51.1% last year.
The container transportation business of a number of Russian railway operators was growing faster last year than the average market figures. Particularly, Transgarant (is incorporated into FESCO transport group of companies) increased the volume of cargo transportation in containers by 31% to 147,000 TEU. Last year, the company staked its claim on develop­ment of fast container block trains. 467 such trains were dispatched. Basic cargoes carried in containers were consumer goods, production of pulp and paper and chemical industries, goods destined for the Northern territories, and car components.  
2010 was the most successful year in the history of Russkaya Troyka. It was the first time the company carried more than 100,000 TEU. In fact, last year, Russkaya Troyka transported 104,660 TEU, 30% more compared with 2010. The major increase was in the volume of domestic and export transportation in 2010, but last year the company’s import transportation more than doubled, exports grew by 12%, and domestic transportation by 9%.
The number of trains dispatched by the company increased too. In 2010, Russkaya Troyka organised 416 trains, including project ones (car components delivery), and in 2011 this figure amounted to 775. As of the end of the last year, the company dispatched up to eight trains to the Far East and Siberia, and five to six trains from Vladivostok and Moscow a week. Also, Russkaya Troyka in cooperation with partners participated in the launch of trains from Nakhodka to Moscow and organisation of other services.
According to the Coordinating Council on Transsiberian Transportation, the volume of international transportation of cargo in large-capacity containers amounted to 564,000 TEU in 2011, a 27.3% growth in comparison with 2010. 339,800 TEU was carried between Russia and China in January-December 2011, 53% more than in 2010. 113,500 TEU was transported between Russia and the Republic of Korea (+28%), and 37,400 TEU between Russia and Japan (+34%). 
The entire volume of transit carried via the Transsiberian Mainline was 45,600 TEU (+40.7%), that of imports and exports was 279,100 TEU (+20.8%) and 239,300 TEU (+33.4%) respectively. Of that, 26,200 TEU, 130,400 TEU, and 59,000 TEU respectively were transported by container trains (all in all, 215,500 TEU). In the opinion of Nikolay Rezvov, CEO of Russkaya Troyka, the Transsiberian Mainline is one of the most popular and developed lines on the Russian railway network. It is enough just to count the number of container block trains (regardless of coupling and carload shipments) from the Far Eastern terminals of Vladivostok and Nakhodka. 

Container Block Trains: Becoming More Popular
In 2011, a number of projects envisaging the launch of container block trains started. One of the most important was named the “New Silk Road”. The pilot train ran 11,000 kilometres from Chongqing (China) to Duisburg (Germany). The train was launched in March by a joint Russian-German enterprise Trans Eurasia Logistics GmbH. The customer was DB Schenker Logistics. The positive experience allowed for the launch of regular communication on the line on June 30. In March-September 2011, there were 14 trains loaded with computer hardware made by Hewlett-Packard (1,168 TEU). The project was stopped for the winter because it is impossible to guarantee the temperature conditions necessary for the hardware. Trans Eurasia Logistics GmbH acted as the operator in Europe; CRIMT on the territory of China; Kaztransservice  in Kazakhstan, and TransContainer and Belintertrans on the territory of Russia and Belarus. 
The most topical issue is connected with tariffs. If the Chinese government did not donate to this initiative, the cargo owner would suffer losses dispatching the goods. Partners state that, perhaps, it would be possible to develop a single position and put some discount mechanism into operation. The Chinese party insists on the joint reduction of rates. “This is a single product, and neither party should carry out its own policy here,” adds Erkhat Iskaliev, Vice President at NC Kazakhstan Temir Zholy (KTZ). KTZ and RZD are arranging to form stable tariff conditions for the next 5-7 years. In the words of Petr Baskakov, CEO of TransContainer, this project provides a guaranteed and stable service, and its further development will make for the activation of Eurasian economic cooperation and trading contracts. 
Another project realised last year was the container block train that ran between Nakhodka Vostochnaya and Brest. The pilot train was launched in January. 385 TEU loaded with plazma panels made by LG were transported from Korea to Poland by five such trains.     
Also, in January 2011, a Chongqing – Cherkessk train provided a single delivery of car components from China for Derways automobile company (106 TEU). The Brest – Kuntsevo-2 train was launched in May. In 2011, 25 such trains delivered 2,327 TEU of Bosch consumer appliances to Russia.
In September, a Nakhodka Vostochnaya – Zaschita block train started deliveries of car bodies for industrial assemblage, car components, spares, and mixed consignments. In the fourth quarter of 2011, there were 12 such trains, which carried 1,209 TEU. Moreover, last December, there was one more container train (97 TEU) transporting car components from Korea on the line Nakhodka Vostochnaya – Kemerovo Sortirovochnaya–Kopylovo–Tomsk Gruzovoy–Predkombinat–Ishanovo.
It is worth talking about the “Slavyansky Express” project carried out by Russkaya Troyka. A container train was launched in test mode in autumn 2011. It left Slavkov (Poland), ran through Ukraine to Bryansk and further – according to the destination place of cargo – single railcars or groups of wagons were moved. The main peculia­rity of this project is that the train passes transit customs stations on schedule. The statistics of work on this direction (there were 12 trains in the fourth quarter) showed that it takes a container from 7 to 17 days to run 1,500 kilometres in carload shipment mode. If the service is regular, and the cargo is carried by a container train, the fixed delivery time is 2.4 days (58 hours) taking into account time needed to pass all obligatory procedures at the border.
Also, it is worth paying attention to a new transport product developed in the framework of “The Transsib in 7 Days” project. In November 2011, a train of TransContainer ran from Nakhodka Vostochnaya to Shushary (the total distance is 9,795 kilometres) in 6 days and 16 hours. The train consisted of 55 40-foot containers loaded with the car components of Hyundai Motors. The project began in March 2011. At first, the transit time was 11 days. In half a year, it was cut by 4 days due to a reduction of the number of stops for technical check-ups and combining such stops with the places where the teams and locomotives were changed. The average speed amounted to 1,400-1,500 kilometres per day, while the usual speed is 800-1,000 kilometres per day. The traffic was optimised due to the scrapping of technical maintenance at some stations and trains running through them. In 2011, six such trains transported 620 TEU on the line.

Forecast: Moderate Growth
In early October 2011, the Board of RZD approved the Concept of Complex Development of the Container Business in the holding company. Such a document has become necessary, because, according to experts’ evaluations, the world market in container transportation will maintain high rates of development (not less than 8%) over the next decade. “The major growth of container transportation volume will take place at the expense of the increasing goods exchange between the countries of the Asia and Pacific region and Europe. A significant part of this cargo flow may be transported as transit via the CIS states. But only if there are all the necessary technological, normative, legal, and tariff conditions for that,” considers Salman Babayev, RZD Vice President for Commercial Activity.
The Concept was created to increase the level of cargo flows containerisation on Russian railways from 1.6% to 4% and, in particular, to enlarge the share of transit transportation, which nowadays does not correspond to the beneficial position of the country on international transit corridors (now it is less than 5%). 
To make the container business more competitive, the document sets a target to create and put into operation, stage by stage, a system of groupage and single container dispatches with cargo flows concentrating between large container terminals, or hubs. This will increase the route speed of single and groupage container dispatches from 200-400 kilometres per day at present to 500-700 kilometres per day. Also, it is planned to optimise the structure of expenditure on container transportation over small and medium distances, taking into account the adoption of technology used in regular line container trains for cargo flow concentration, which will allow it to compete with road transport on distances from 500 to 2,000 kilometres.
The Concept suggests enlarging the range of offered forwarding services: door-to-door delivery, container location on-line control, guaranteed delivery time. 
To attract transit cargo flows and develop international transport corridors through Russia, especially those on the East – West direction, it is planned to establish a large international logistics operator specialising in transit transportation (a broad spectrum of partners are supposed to participate in the company’s capital); to form competitive through-tariff rates, to organise close interaction with European and Chinese intermodal operators as well as the administrations of railways under the aegis of the International Union of Railways. 
After this Concept is carried out, consignors will have the option of reliable and fast transportation of a wide range of containerised goods via the application of up-to-date intermodal technologies; the demand for the services of forwarders and container transportation operators will increase; foreign partners will benefit from the diversification of goods delivery schemes using the transport system of Russia.
The economy of the Russian Fede­ration will reach the level of the most developed countries according to containerised goods flows and the volume of transit container transportation as an important type of non-resource export with a high added value.
Judging by the results of the container business in Russia in 2011, first of all, we can speak about activation of such services as container block trains. The dynamics of transportation via the Transsib show that demand for the mainline for international transportation grows faster than for domestic transportation (+27% and +15% respectively). This is also proved by the significant increase in transit container transportation via the Transsib (+41%). Notwithstanding the insufficient share of transit in the transportation structure, the prerequisites for its increase are being created in Russia. As for container transportation on RZD’s network, experts forecast that there will be moderate growth in 2011.
By Elena Ushkova
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Explosive Growth in the North…
The year 2011 is over, but it is too early to sum up the operating results of railway ferry lines. Never­theless, the preliminary results are available already. According to Rosmorrechflot (the Federal Agency of Sea and River Transport), nine ferry lines operated last year. Two of them were opened in 2011.
Neva Bridge South company started operation in the North-Western basin in May. Its ferries travel between the ports of Ust-Luga and Kiel, and can go to Sassnitz (Germany) and Paldiski (Estonia). Another line was opened in the Southern basin. Its first vessels sailed at the beginning of December between Kavkaz and Samsun (Turkey). 
The first 11 months of last year paint a picture of the development and the volume of transported cargoes. The year was successful for companies operating in the North-Western basin. There are four lines, one of which was launched just in the middle of 2011. A positive trend is observed in the Ust-Luga – Baltiysk direction. A ferry named “Baltiysk” made 41 port calls (in the whole of 2010 it made 54 calls) and transported 460,600 tons. In 2010, the cargo turnover on the line was 231,240 tons.
One more railway ferry line showed good results in comparison with 2010. However, it was opened at the end of the year, and managed to make just seven calls on the Ust-Luga – Baltiysk – Sassnitz – Ust-Luga direction. At that period of time, 5,552.1 tons of cargo was carried. In 2011, the volume of freight transported on this line increased significantly – the ferry named “Petersburg” made 50 port calls and transported 209,900 tons.  It should be noted that this line was launched for the first time in 2006, but in 2010 its activity was stopped for some time. Meanwhile, the shutdown of the Klaipeda – Sassnitz line raises hope that the cargo that used to be carried by it will be redirected to the Ust-Luga – Sassnitz direction. Anyway, as specialists of RZD say, this direction will continue to develop.
According to RZD, in the first nine months of 2010, the transportation volume on the Ust-Luga – Baltiysk line grew by 68% year-on-year. This line was launched in 2007, but in 2010 its work was stopped for about six months. Nowadays, the line is serviced by three ferries: “Baltiysk”, “Ambal”, and “Petersburg”. According to the data of the Ust-Luga port, almost 22,737,260.482 tons of different cargoes were handled in 2011. Most of this volume belonged to railway ferry lines. The port plans that this year the volume of transportation will grow due to the increase in the number of calls on the Ust-Luga – Sassnitz – Kiel line, on which DFDS Seaways company operates. Ferries on the line will depart not once but twice a week.

… And a Fiasco in the South
Analysing the situation in the Russian South, we can say that it is not as optimistic as in the North. Moreover, it is possible to say that the year 2011 was a failure. The transportation volume via the southern lines fell significantly as well as the number of port calls. Despite this, a new railway ferry line to Turkey started regular work at the end of the year, but it is too early to sum up its results. Therefore, we can admit that even the current unfavourable situation does not make market players less optimistic.
There are four regular railway ferry lines operating in the Southern basin, three of them have worked for several years. All their operating results were not very good last year. On the Kuban – the Crimea line (working since 2004) the throughput was 547,493 tons last year. For comparison, 2.5 million tons were transported on the line in 2010. The number of port calls reduced too – from 715 in 2010 to 373 in 2011. 
The figures on the lines Poti – Kavkaz – Poti and Varna – Kavkaz – Varna reduced. The line to Poti (Georgia) was opened in 2007, and that to Varna (Bulgaria)  in 2008. In the first 11 months of 2011, the volume of transportation to Georgia cut from 145,000 tons (in January-November 2010) to 56,425 tons, and that to Bulgaria decreased from 89,200 tons to 62,188 tons. According to the data of Morcentr-TFC, the entire throughput in the Southern basin fell by one million tons, i.e. by 37%.
The decline in the transportation volume affected different lines in different ways. Export volumes plummeted on the Kavkaz – Poti and Kavkaz – Varna; on the Kavkaz – the Crimea line import transportation volumes decreased significantly. The decline harmed transit transportation as well. There was a decrease not only in the volume, but also in the number of types of cargoes carried. For example, wire products and chemicals in railcars and tank-wagons were exported via the Kavkaz – Varna railway ferry line in 2010, and neither of them was transported there in 2011. It is worth noting, however, that the volume and variety of transit cargo in the Bulgarian direction increased. In particular, in 2010, ferries transported paper, wire products, oil bulk, construction materials, foodstuffs, mineral and chemical fertilisers, chemicals, and non-ferrous metal. Grain, timber, machine tools, cereals, and vegetable oil were added to the list in 2011, however, their volume was not very large.

Prospect: Directing Towards Turkey
It is worth talking more about sea communication between Russia and Turkey as potentially most interesting from a commercial viewpoint. Regular ferry transportation between the two countries was launched in 1992. Ferries started to service the Sochi – Trabzon line. Nowadays, this line is serviced by “Princess Victoria”, “Apollonia”, “Erke”, and “Leader Klipper” passenger ferries. However, passenger transportation was not enough, and in the 2000s the parties began to discuss the opening of a new ferry line.      
In May 2010, in the framework of the agreement on mixed international railway ferry communication between the ports of Kavkaz and Samsun was concluded by the transport ministries of Russia and Turkey, a document about a new railway ferry line was signed. The ferry made its first trip on Janua­ry 1, 2011, but the line started to work at maximum performance only last December. Nevertheless, 9,000 tons were transported via it in January-November 2011. “Feruz” ferry owned by Blacksea Ferry and Investments started to service the line last December. In the words of Hokim Matchanov, the company is going to carry out stable work on this line and make ferry trips regularly. Perhaps, in future it will be possible to enter the markets of Middle Asia, China, and Afghanistan.   

No Dialogue with Authorities
There must be no failures in the work of railway ferry lines, only then will it be possible to speak about an increase in cargo and passenger transportation volumes, because if a company works consistently and accurately, clients trust it, and new customers start to use its services, believes Mr Matchanov. Meanwhile, practice shows that failures occur rather often. Sometimes operators are at fault, sometimes it is bad weather, and sometimes port authorities are at fault.
In particular, BFI company sent its claims to Rosmorport several times, but received no constructive response. 
A lot of problems appear during the winter navigation period. Last year, in the words of Mr Matchanov, their ferries remained icebound for a month. In summer 2011, the operating company applied to Rosmorport asking it to deal with the situation and solve the problem beforehand, but it received only some formal reply and refe­rences to some decrees, said Mr Matchanov. The top manager considers that if this winter is the same as the previous one, the situation will be repeated.
There are claims about the work of ports, about which the company wants to tell authorities, but they do not listen to them. Mr Matchanov noted that out-of-date pilot ships work in most ports of the North-Western and Southern basins. Unlike new and up-to-date ferries, vessels cannot put to sea if there is wind of force 12 or more. This is also a reason for ferry delays, which are to depart on schedule. Such problems often take place in the ports of Ust-Luga and Baltiysk. Not only BFI, but other shipping companies complain about these problems. Representatives of company Anship said that only one of their vessels could work without pilotage and just in the Ust-Luga port – this allowed it to keep to the schedule. However, other ships have to use services of pilots. Meanwhile, in the autumn and winter pe­riod, pilot ships refuse to put to sea if wind is of force 3 or more. Specialists at Anship are sure that the port could give captains pilot exemption certificates, considering their extensive experience, meanwhile the company is ready to use mooring services provided by tug boats.      
It is too early to make forecasts for 2012, especially in terms of new railway ferry lines opening. Operators assure that they are not going to launch new ferries on the current routes. Anship specialists say that there are such plans for the southern directions, and it refers to ro-ro ferries only. Speaking about the north-western sector, there is potential on those vessels, which service regular lines. Anyway, one thing is obvious: the construction of a new sea port will start in Taman in 2013. In spring 2012, a competition will be held among investors who will provide the lion’s share of finance needed to carry out this project. New ferry lines are likely to be opened in the new southern port, but this will not happen any time soon.
By Elena Dmitrievskaya
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Explosive Growth in the North…
The year 2011 is over, but it is too early to sum up the operating results of railway ferry lines. Never­theless, the preliminary results are available already. According to Rosmorrechflot (the Federal Agency of Sea and River Transport), nine ferry lines operated last year. Two of them were opened in 2011.
Neva Bridge South company started operation in the North-Western basin in May. Its ferries travel between the ports of Ust-Luga and Kiel, and can go to Sassnitz (Germany) and Paldiski (Estonia). Another line was opened in the Southern basin. Its first vessels sailed at the beginning of December between Kavkaz and Samsun (Turkey). 
The first 11 months of last year paint a picture of the development and the volume of transported cargoes. The year was successful for companies operating in the North-Western basin. There are four lines, one of which was launched just in the middle of 2011. A positive trend is observed in the Ust-Luga – Baltiysk direction. A ferry named “Baltiysk” made 41 port calls (in the whole of 2010 it made 54 calls) and transported 460,600 tons. In 2010, the cargo turnover on the line was 231,240 tons.
One more railway ferry line showed good results in comparison with 2010. However, it was opened at the end of the year, and managed to make just seven calls on the Ust-Luga – Baltiysk – Sassnitz – Ust-Luga direction. At that period of time, 5,552.1 tons of cargo was carried. In 2011, the volume of freight transported on this line increased significantly – the ferry named “Petersburg” made 50 port calls and transported 209,900 tons.  It should be noted that this line was launched for the first time in 2006, but in 2010 its activity was stopped for some time. Meanwhile, the shutdown of the Klaipeda – Sassnitz line raises hope that the cargo that used to be carried by it will be redirected to the Ust-Luga – Sassnitz direction. Anyway, as specialists of RZD say, this direction will continue to develop.
According to RZD, in the first nine months of 2010, the transportation volume on the Ust-Luga – Baltiysk line grew by 68% year-on-year. This line was launched in 2007, but in 2010 its work was stopped for about six months. Nowadays, the line is serviced by three ferries: “Baltiysk”, “Ambal”, and “Petersburg”. According to the data of the Ust-Luga port, almost 22,737,260.482 tons of different cargoes were handled in 2011. Most of this volume belonged to railway ferry lines. The port plans that this year the volume of transportation will grow due to the increase in the number of calls on the Ust-Luga – Sassnitz – Kiel line, on which DFDS Seaways company operates. Ferries on the line will depart not once but twice a week.

… And a Fiasco in the South
Analysing the situation in the Russian South, we can say that it is not as optimistic as in the North. Moreover, it is possible to say that the year 2011 was a failure. The transportation volume via the southern lines fell significantly as well as the number of port calls. Despite this, a new railway ferry line to Turkey started regular work at the end of the year, but it is too early to sum up its results. Therefore, we can admit that even the current unfavourable situation does not make market players less optimistic.
There are four regular railway ferry lines operating in the Southern basin, three of them have worked for several years. All their operating results were not very good last year. On the Kuban – the Crimea line (working since 2004) the throughput was 547,493 tons last year. For comparison, 2.5 million tons were transported on the line in 2010. The number of port calls reduced too – from 715 in 2010 to 373 in 2011. 
The figures on the lines Poti – Kavkaz – Poti and Varna – Kavkaz – Varna reduced. The line to Poti (Georgia) was opened in 2007, and that to Varna (Bulgaria)  in 2008. In the first 11 months of 2011, the volume of transportation to Georgia cut from 145,000 tons (in January-November 2010) to 56,425 tons, and that to Bulgaria decreased from 89,200 tons to 62,188 tons. According to the data of Morcentr-TFC, the entire throughput in the Southern basin fell by one million tons, i.e. by 37%.
The decline in the transportation volume affected different lines in different ways. Export volumes plummeted on the Kavkaz – Poti and Kavkaz – Varna; on the Kavkaz – the Crimea line import transportation volumes decreased significantly. The decline harmed transit transportation as well. There was a decrease not only in the volume, but also in the number of types of cargoes carried. For example, wire products and chemicals in railcars and tank-wagons were exported via the Kavkaz – Varna railway ferry line in 2010, and neither of them was transported there in 2011. It is worth noting, however, that the volume and variety of transit cargo in the Bulgarian direction increased. In particular, in 2010, ferries transported paper, wire products, oil bulk, construction materials, foodstuffs, mineral and chemical fertilisers, chemicals, and non-ferrous metal. Grain, timber, machine tools, cereals, and vegetable oil were added to the list in 2011, however, their volume was not very large.

Prospect: Directing Towards Turkey
It is worth talking more about sea communication between Russia and Turkey as potentially most interesting from a commercial viewpoint. Regular ferry transportation between the two countries was launched in 1992. Ferries started to service the Sochi – Trabzon line. Nowadays, this line is serviced by “Princess Victoria”, “Apollonia”, “Erke”, and “Leader Klipper” passenger ferries. However, passenger transportation was not enough, and in the 2000s the parties began to discuss the opening of a new ferry line.      
In May 2010, in the framework of the agreement on mixed international railway ferry communication between the ports of Kavkaz and Samsun was concluded by the transport ministries of Russia and Turkey, a document about a new railway ferry line was signed. The ferry made its first trip on Janua­ry 1, 2011, but the line started to work at maximum performance only last December. Nevertheless, 9,000 tons were transported via it in January-November 2011. “Feruz” ferry owned by Blacksea Ferry and Investments started to service the line last December. In the words of Hokim Matchanov, the company is going to carry out stable work on this line and make ferry trips regularly. Perhaps, in future it will be possible to enter the markets of Middle Asia, China, and Afghanistan.   

No Dialogue with Authorities
There must be no failures in the work of railway ferry lines, only then will it be possible to speak about an increase in cargo and passenger transportation volumes, because if a company works consistently and accurately, clients trust it, and new customers start to use its services, believes Mr Matchanov. Meanwhile, practice shows that failures occur rather often. Sometimes operators are at fault, sometimes it is bad weather, and sometimes port authorities are at fault.
In particular, BFI company sent its claims to Rosmorport several times, but received no constructive response. 
A lot of problems appear during the winter navigation period. Last year, in the words of Mr Matchanov, their ferries remained icebound for a month. In summer 2011, the operating company applied to Rosmorport asking it to deal with the situation and solve the problem beforehand, but it received only some formal reply and refe­rences to some decrees, said Mr Matchanov. The top manager considers that if this winter is the same as the previous one, the situation will be repeated.
There are claims about the work of ports, about which the company wants to tell authorities, but they do not listen to them. Mr Matchanov noted that out-of-date pilot ships work in most ports of the North-Western and Southern basins. Unlike new and up-to-date ferries, vessels cannot put to sea if there is wind of force 12 or more. This is also a reason for ferry delays, which are to depart on schedule. Such problems often take place in the ports of Ust-Luga and Baltiysk. Not only BFI, but other shipping companies complain about these problems. Representatives of company Anship said that only one of their vessels could work without pilotage and just in the Ust-Luga port – this allowed it to keep to the schedule. However, other ships have to use services of pilots. Meanwhile, in the autumn and winter pe­riod, pilot ships refuse to put to sea if wind is of force 3 or more. Specialists at Anship are sure that the port could give captains pilot exemption certificates, considering their extensive experience, meanwhile the company is ready to use mooring services provided by tug boats.      
It is too early to make forecasts for 2012, especially in terms of new railway ferry lines opening. Operators assure that they are not going to launch new ferries on the current routes. Anship specialists say that there are such plans for the southern directions, and it refers to ro-ro ferries only. Speaking about the north-western sector, there is potential on those vessels, which service regular lines. Anyway, one thing is obvious: the construction of a new sea port will start in Taman in 2013. In spring 2012, a competition will be held among investors who will provide the lion’s share of finance needed to carry out this project. New ferry lines are likely to be opened in the new southern port, but this will not happen any time soon.
By Elena Dmitrievskaya
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Explosive Growth in the North…
The year 2011 is over, but it is too early to sum up the operating results of railway ferry lines. Never­theless, the preliminary results are available already. According to Rosmorrechflot (the Federal Agency of Sea and River Transport), nine ferry lines operated last year. Two of them were opened in 2011.
Neva Bridge South company started operation in the North-Western basin in May. Its ferries travel between the ports of Ust-Luga and Kiel, and can go to Sassnitz (Germany) and Paldiski (Estonia). Another line was opened in the Southern basin. Its first vessels sailed at the beginning of December between Kavkaz and Samsun (Turkey). 
The first 11 months of last year paint a picture of the development and the volume of transported cargoes. The year was successful for companies operating in the North-Western basin. There are four lines, one of which was launched just in the middle of 2011. A positive trend is observed in the Ust-Luga – Baltiysk direction. A ferry named “Baltiysk” made 41 port calls (in the whole of 2010 it made 54 calls) and transported 460,600 tons. In 2010, the cargo turnover on the line was 231,240 tons.
One more railway ferry line showed good results in comparison with 2010. However, it was opened at the end of the year, and managed to make just seven calls on the Ust-Luga – Baltiysk – Sassnitz – Ust-Luga direction. At that period of time, 5,552.1 tons of cargo was carried. In 2011, the volume of freight transported on this line increased significantly – the ferry named “Petersburg” made 50 port calls and transported 209,900 tons.  It should be noted that this line was launched for the first time in 2006, but in 2010 its activity was stopped for some time. Meanwhile, the shutdown of the Klaipeda – Sassnitz line raises hope that the cargo that used to be carried by it will be redirected to the Ust-Luga – Sassnitz direction. Anyway, as specialists of RZD say, this direction will continue to develop.
According to RZD, in the first nine months of 2010, the transportation volume on the Ust-Luga – Baltiysk line grew by 68% year-on-year. This line was launched in 2007, but in 2010 its work was stopped for about six months. Nowadays, the line is serviced by three ferries: “Baltiysk”, “Ambal”, and “Petersburg”. According to the data of the Ust-Luga port, almost 22,737,260.482 tons of different cargoes were handled in 2011. Most of this volume belonged to railway ferry lines. The port plans that this year the volume of transportation will grow due to the increase in the number of calls on the Ust-Luga – Sassnitz – Kiel line, on which DFDS Seaways company operates. Ferries on the line will depart not once but twice a week.

… And a Fiasco in the South
Analysing the situation in the Russian South, we can say that it is not as optimistic as in the North. Moreover, it is possible to say that the year 2011 was a failure. The transportation volume via the southern lines fell significantly as well as the number of port calls. Despite this, a new railway ferry line to Turkey started regular work at the end of the year, but it is too early to sum up its results. Therefore, we can admit that even the current unfavourable situation does not make market players less optimistic.
There are four regular railway ferry lines operating in the Southern basin, three of them have worked for several years. All their operating results were not very good last year. On the Kuban – the Crimea line (working since 2004) the throughput was 547,493 tons last year. For comparison, 2.5 million tons were transported on the line in 2010. The number of port calls reduced too – from 715 in 2010 to 373 in 2011. 
The figures on the lines Poti – Kavkaz – Poti and Varna – Kavkaz – Varna reduced. The line to Poti (Georgia) was opened in 2007, and that to Varna (Bulgaria)  in 2008. In the first 11 months of 2011, the volume of transportation to Georgia cut from 145,000 tons (in January-November 2010) to 56,425 tons, and that to Bulgaria decreased from 89,200 tons to 62,188 tons. According to the data of Morcentr-TFC, the entire throughput in the Southern basin fell by one million tons, i.e. by 37%.
The decline in the transportation volume affected different lines in different ways. Export volumes plummeted on the Kavkaz – Poti and Kavkaz – Varna; on the Kavkaz – the Crimea line import transportation volumes decreased significantly. The decline harmed transit transportation as well. There was a decrease not only in the volume, but also in the number of types of cargoes carried. For example, wire products and chemicals in railcars and tank-wagons were exported via the Kavkaz – Varna railway ferry line in 2010, and neither of them was transported there in 2011. It is worth noting, however, that the volume and variety of transit cargo in the Bulgarian direction increased. In particular, in 2010, ferries transported paper, wire products, oil bulk, construction materials, foodstuffs, mineral and chemical fertilisers, chemicals, and non-ferrous metal. Grain, timber, machine tools, cereals, and vegetable oil were added to the list in 2011, however, their volume was not very large.

Prospect: Directing Towards Turkey
It is worth talking more about sea communication between Russia and Turkey as potentially most interesting from a commercial viewpoint. Regular ferry transportation between the two countries was launched in 1992. Ferries started to service the Sochi – Trabzon line. Nowadays, this line is serviced by “Princess Victoria”, “Apollonia”, “Erke”, and “Leader Klipper” passenger ferries. However, passenger transportation was not enough, and in the 2000s the parties began to discuss the opening of a new ferry line.      
In May 2010, in the framework of the agreement on mixed international railway ferry communication between the ports of Kavkaz and Samsun was concluded by the transport ministries of Russia and Turkey, a document about a new railway ferry line was signed. The ferry made its first trip on Janua­ry 1, 2011, but the line started to work at maximum performance only last December. Nevertheless, 9,000 tons were transported via it in January-November 2011. “Feruz” ferry owned by Blacksea Ferry and Investments started to service the line last December. In the words of Hokim Matchanov, the company is going to carry out stable work on this line and make ferry trips regularly. Perhaps, in future it will be possible to enter the markets of Middle Asia, China, and Afghanistan.   

No Dialogue with Authorities
There must be no failures in the work of railway ferry lines, only then will it be possible to speak about an increase in cargo and passenger transportation volumes, because if a company works consistently and accurately, clients trust it, and new customers start to use its services, believes Mr Matchanov. Meanwhile, practice shows that failures occur rather often. Sometimes operators are at fault, sometimes it is bad weather, and sometimes port authorities are at fault.
In particular, BFI company sent its claims to Rosmorport several times, but received no constructive response. 
A lot of problems appear during the winter navigation period. Last year, in the words of Mr Matchanov, their ferries remained icebound for a month. In summer 2011, the operating company applied to Rosmorport asking it to deal with the situation and solve the problem beforehand, but it received only some formal reply and refe­rences to some decrees, said Mr Matchanov. The top manager considers that if this winter is the same as the previous one, the situation will be repeated.
There are claims about the work of ports, about which the company wants to tell authorities, but they do not listen to them. Mr Matchanov noted that out-of-date pilot ships work in most ports of the North-Western and Southern basins. Unlike new and up-to-date ferries, vessels cannot put to sea if there is wind of force 12 or more. This is also a reason for ferry delays, which are to depart on schedule. Such problems often take place in the ports of Ust-Luga and Baltiysk. Not only BFI, but other shipping companies complain about these problems. Representatives of company Anship said that only one of their vessels could work without pilotage and just in the Ust-Luga port – this allowed it to keep to the schedule. However, other ships have to use services of pilots. Meanwhile, in the autumn and winter pe­riod, pilot ships refuse to put to sea if wind is of force 3 or more. Specialists at Anship are sure that the port could give captains pilot exemption certificates, considering their extensive experience, meanwhile the company is ready to use mooring services provided by tug boats.      
It is too early to make forecasts for 2012, especially in terms of new railway ferry lines opening. Operators assure that they are not going to launch new ferries on the current routes. Anship specialists say that there are such plans for the southern directions, and it refers to ro-ro ferries only. Speaking about the north-western sector, there is potential on those vessels, which service regular lines. Anyway, one thing is obvious: the construction of a new sea port will start in Taman in 2013. In spring 2012, a competition will be held among investors who will provide the lion’s share of finance needed to carry out this project. New ferry lines are likely to be opened in the new southern port, but this will not happen any time soon.
By Elena Dmitrievskaya
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Explosive Growth in the North…
The year 2011 is over, but it is too early to sum up the operating results of railway ferry lines. Never­theless, the preliminary results are available already. According to Rosmorrechflot (the Federal Agency of Sea and River Transport), nine ferry lines operated last year. Two of them were opened in 2011.
Neva Bridge South company started operation in the North-Western basin in May. Its ferries travel between the ports of Ust-Luga and Kiel, and can go to Sassnitz (Germany) and Paldiski (Estonia). Another line was opened in the Southern basin. Its first vessels sailed at the beginning of December between Kavkaz and Samsun (Turkey). 
The first 11 months of last year paint a picture of the development and the volume of transported cargoes. The year was successful for companies operating in the North-Western basin. There are four lines, one of which was launched just in the middle of 2011. A positive trend is observed in the Ust-Luga – Baltiysk direction. A ferry named “Baltiysk” made 41 port calls (in the whole of 2010 it made 54 calls) and transported 460,600 tons. In 2010, the cargo turnover on the line was 231,240 tons.
One more railway ferry line showed good results in comparison with 2010. However, it was opened at the end of the year, and managed to make just seven calls on the Ust-Luga – Baltiysk – Sassnitz – Ust-Luga direction. At that period of time, 5,552.1 tons of cargo was carried. In 2011, the volume of freight transported on this line increased significantly – the ferry named “Petersburg” made 50 port calls and transported 209,900 tons.  It should be noted that this line was launched for the first time in 2006, but in 2010 its activity was stopped for some time. Meanwhile, the shutdown of the Klaipeda – Sassnitz line raises hope that the cargo that used to be carried by it will be redirected to the Ust-Luga – Sassnitz direction. Anyway, as specialists of RZD say, this direction will continue to develop.
According to RZD, in the first nine months of 2010, the transportation volume on the Ust-Luga – Baltiysk line grew by 68% year-on-year. This line was launched in 2007, but in 2010 its work was stopped for about six months. Nowadays, the line is serviced by three ferries: “Baltiysk”, “Ambal”, and “Petersburg”. According to the data of the Ust-Luga port, almost 22,737,260.482 tons of different cargoes were handled in 2011. Most of this volume belonged to railway ferry lines. The port plans that this year the volume of transportation will grow due to the increase in the number of calls on the Ust-Luga – Sassnitz – Kiel line, on which DFDS Seaways company operates. Ferries on the line will depart not once but twice a week.

… And a Fiasco in the South
Analysing the situation in the Russian South, we can say that it is not as optimistic as in the North. Moreover, it is possible to say that the year 2011 was a failure. The transportation volume via the southern lines fell significantly as well as the number of port calls. Despite this, a new railway ferry line to Turkey started regular work at the end of the year, but it is too early to sum up its results. Therefore, we can admit that even the current unfavourable situation does not make market players less optimistic.
There are four regular railway ferry lines operating in the Southern basin, three of them have worked for several years. All their operating results were not very good last year. On the Kuban – the Crimea line (working since 2004) the throughput was 547,493 tons last year. For comparison, 2.5 million tons were transported on the line in 2010. The number of port calls reduced too – from 715 in 2010 to 373 in 2011. 
The figures on the lines Poti – Kavkaz – Poti and Varna – Kavkaz – Varna reduced. The line to Poti (Georgia) was opened in 2007, and that to Varna (Bulgaria)  in 2008. In the first 11 months of 2011, the volume of transportation to Georgia cut from 145,000 tons (in January-November 2010) to 56,425 tons, and that to Bulgaria decreased from 89,200 tons to 62,188 tons. According to the data of Morcentr-TFC, the entire throughput in the Southern basin fell by one million tons, i.e. by 37%.
The decline in the transportation volume affected different lines in different ways. Export volumes plummeted on the Kavkaz – Poti and Kavkaz – Varna; on the Kavkaz – the Crimea line import transportation volumes decreased significantly. The decline harmed transit transportation as well. There was a decrease not only in the volume, but also in the number of types of cargoes carried. For example, wire products and chemicals in railcars and tank-wagons were exported via the Kavkaz – Varna railway ferry line in 2010, and neither of them was transported there in 2011. It is worth noting, however, that the volume and variety of transit cargo in the Bulgarian direction increased. In particular, in 2010, ferries transported paper, wire products, oil bulk, construction materials, foodstuffs, mineral and chemical fertilisers, chemicals, and non-ferrous metal. Grain, timber, machine tools, cereals, and vegetable oil were added to the list in 2011, however, their volume was not very large.

Prospect: Directing Towards Turkey
It is worth talking more about sea communication between Russia and Turkey as potentially most interesting from a commercial viewpoint. Regular ferry transportation between the two countries was launched in 1992. Ferries started to service the Sochi – Trabzon line. Nowadays, this line is serviced by “Princess Victoria”, “Apollonia”, “Erke”, and “Leader Klipper” passenger ferries. However, passenger transportation was not enough, and in the 2000s the parties began to discuss the opening of a new ferry line.      
In May 2010, in the framework of the agreement on mixed international railway ferry communication between the ports of Kavkaz and Samsun was concluded by the transport ministries of Russia and Turkey, a document about a new railway ferry line was signed. The ferry made its first trip on Janua­ry 1, 2011, but the line started to work at maximum performance only last December. Nevertheless, 9,000 tons were transported via it in January-November 2011. “Feruz” ferry owned by Blacksea Ferry and Investments started to service the line last December. In the words of Hokim Matchanov, the company is going to carry out stable work on this line and make ferry trips regularly. Perhaps, in future it will be possible to enter the markets of Middle Asia, China, and Afghanistan.   

No Dialogue with Authorities
There must be no failures in the work of railway ferry lines, only then will it be possible to speak about an increase in cargo and passenger transportation volumes, because if a company works consistently and accurately, clients trust it, and new customers start to use its services, believes Mr Matchanov. Meanwhile, practice shows that failures occur rather often. Sometimes operators are at fault, sometimes it is bad weather, and sometimes port authorities are at fault.
In particular, BFI company sent its claims to Rosmorport several times, but received no constructive response. 
A lot of problems appear during the winter navigation period. Last year, in the words of Mr Matchanov, their ferries remained icebound for a month. In summer 2011, the operating company applied to Rosmorport asking it to deal with the situation and solve the problem beforehand, but it received only some formal reply and refe­rences to some decrees, said Mr Matchanov. The top manager considers that if this winter is the same as the previous one, the situation will be repeated.
There are claims about the work of ports, about which the company wants to tell authorities, but they do not listen to them. Mr Matchanov noted that out-of-date pilot ships work in most ports of the North-Western and Southern basins. Unlike new and up-to-date ferries, vessels cannot put to sea if there is wind of force 12 or more. This is also a reason for ferry delays, which are to depart on schedule. Such problems often take place in the ports of Ust-Luga and Baltiysk. Not only BFI, but other shipping companies complain about these problems. Representatives of company Anship said that only one of their vessels could work without pilotage and just in the Ust-Luga port – this allowed it to keep to the schedule. However, other ships have to use services of pilots. Meanwhile, in the autumn and winter pe­riod, pilot ships refuse to put to sea if wind is of force 3 or more. Specialists at Anship are sure that the port could give captains pilot exemption certificates, considering their extensive experience, meanwhile the company is ready to use mooring services provided by tug boats.      
It is too early to make forecasts for 2012, especially in terms of new railway ferry lines opening. Operators assure that they are not going to launch new ferries on the current routes. Anship specialists say that there are such plans for the southern directions, and it refers to ro-ro ferries only. Speaking about the north-western sector, there is potential on those vessels, which service regular lines. Anyway, one thing is obvious: the construction of a new sea port will start in Taman in 2013. In spring 2012, a competition will be held among investors who will provide the lion’s share of finance needed to carry out this project. New ferry lines are likely to be opened in the new southern port, but this will not happen any time soon.
By Elena Dmitrievskaya
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Who Wants More?
There were positive dynamics in all directions in 2011. According to the Association of Commercial Sea Ports (ASOP), 2.06 million TEU was handled for export (+34.2% year-on-year), 2.07 million TEU for import (+26.3%). 0.48 million TEU of coastal trade cargo (+14.1%) and 28,300 TEU of transit (+90%).
The leaders are still the ports of St Petersburg, where approximately 2.4 million TEU was handled. This is more than 51% of the total container flow volume. According to the rate of container handling increase, the leader is the Novorossiysk port. Last year, it handled 634,700 TEU, a 47.9% increase in comparison with 2010. The port of Vladivostok takes second position (almost 600,000 TEU, +37.8%), and the Kaliningrad port third position (317,800 TEU, +37.5%). The St Petersburg port came only fifth in this ranking – its container throughput grew by 22.6%.
Specialists at the ASOP calculated that in 2011 the average loading of one 20-foot container fell by 0.39 tons to 13.02 tons. Thus, the results of the year look more moderate in absolute terms. The total container throughput was 39.43 million tons, a 19.8% increase (or 6.5 million tons) on the previous year. 
Container handling increased constantly before the crisis. 2009 was a failure, when exports fell by 4.1% and imports plummeted 34%. Starting from 2010, however, it was imports that started to grow. Experts explain this by the improvement of the economic situation on the whole, and by the increase in containerization levels in particular. “Due to more or less stable prices for oil, Russia emerged from the crisis. Imports grow as a result,” confirms Dmitry Yakovlev, Managing Director of Coot Freight Ltd.
One of the bright examples is the results of the Vladivostok Commercial Sea Port, where imports grew by 44.2% in 2011 (exports – by 30.4%). This was a sort of a record for the company. As representatives of the port say, such good results were reached due to several factors. First of all, there was an increased demand for consumer goods, which can be explained by some definite post-crisis revival. The other factor was the company’s incorporation into the FESCO transport group that redirected some of its lines to Vladivostok. 

Develop, Purchase And Build
A favourable market situation encouraged stevedores specializing in container handling to actively develop their business, enlarge their capacities and purchase equipment. Thus, one of the main events in 2011 in this market sector was the launch of the first stage of the Ust-Luga container terminal (incorporated in the NCC group of companies). A day before the New Year, the first vessel called at the Ust-Luga Container Terminal. It was Emotion, the 1,440 TEU-container ship owned by Unifeeder that came from Hamburg. The throughput capacity of the new terminal’s first stage amounts to 440,000 TEU; its total area – 40 hectares; the berth space – 440 metres; the berth depth – 13.5 metres, the capacity of the container area is 15,000 TEU, that of the refcontainer area is 2,000 TEU. The terminal is expected to reach full power by 2025 when its throughput capacity is approximately 3 million TEU.
It was not the only project carried out by the NCC last year. Logistika-Terminal located in Shushary (a suburb of St Petersburg) started to operate as a dry port. Such technology allows the removal of containers from the First Container Terminal to an off-dock terminal (Logistika-Terminal) using a simplified scheme (without provision of commercial documents) for further customs clearance, storage, and distributing services. 
There was a partial revival in lifting and transport equipment purchases. For example, the Vladivostok Commercial Sea Port invested €9 million in the purchase of new port equipment last year. Two Kal­mar RTG cranes made in Shanghai are to be put into operation in the port in the first quarter of 2012.
Companies have scaled plans for this year as well. Global Ports is going to invest $162 million into Petro­lesport development. This will increase the terminal’s capacity to 1.4 million TEU by 2013. The final target is to make handling volumes reach 2.3 million TEU.

Neighbours Are on the Alert
The positive dynamics of recent years inspire hope that container throughput will increase in 2012. In the opinion of analysts, however, there will hardly be a significant bounce. “The volume will hardly plummet. A small increase is more possible, or the throughput will be at the same level as in 2011. Anyway, if nothing extraordinary happens (for example, something like the financial crisis in 2008), the container market has rather optimistic prospects,” Mr Yakovlev is assured.
Meanwhile, competitors from neighbouring states are on the alert – their throughput grows. Last year, for example, Ukrainian stevedores handled 729,000 TEU, 10% more than in 2010. The figures of the Baltic ports increase every year. In particular, the container throughput in the Riga port in 2011 rose by 17.8% year-on-year to 243,630 TEU; that of the port of Klaipeda increased by approximately 15% (31,200 TEU was handled); that of the Tallinn port grew by 30% to 197,700 TEU.
Experts believe that Russian stevedores should pay special attention to the document turnover system to attract new clients. Containers are often transported via the ports of Estonia, Latvia, and Finland because a minimum number of documents are required there (for example, just an invoice and a packing list). Russian stevedores’ competitiveness is negatively impacted by the limited transport inf­rastructure, especially at the approaches to ports.
One thing is obvious: to keep the leading position and all the advantages received in the last two years, Russian ports must take the lead. And that’s what they are doing.
By Elena Dmitrievskaya
    [~DETAIL_TEXT] => 
Who Wants More?
There were positive dynamics in all directions in 2011. According to the Association of Commercial Sea Ports (ASOP), 2.06 million TEU was handled for export (+34.2% year-on-year), 2.07 million TEU for import (+26.3%). 0.48 million TEU of coastal trade cargo (+14.1%) and 28,300 TEU of transit (+90%).
The leaders are still the ports of St Petersburg, where approximately 2.4 million TEU was handled. This is more than 51% of the total container flow volume. According to the rate of container handling increase, the leader is the Novorossiysk port. Last year, it handled 634,700 TEU, a 47.9% increase in comparison with 2010. The port of Vladivostok takes second position (almost 600,000 TEU, +37.8%), and the Kaliningrad port third position (317,800 TEU, +37.5%). The St Petersburg port came only fifth in this ranking – its container throughput grew by 22.6%.
Specialists at the ASOP calculated that in 2011 the average loading of one 20-foot container fell by 0.39 tons to 13.02 tons. Thus, the results of the year look more moderate in absolute terms. The total container throughput was 39.43 million tons, a 19.8% increase (or 6.5 million tons) on the previous year. 
Container handling increased constantly before the crisis. 2009 was a failure, when exports fell by 4.1% and imports plummeted 34%. Starting from 2010, however, it was imports that started to grow. Experts explain this by the improvement of the economic situation on the whole, and by the increase in containerization levels in particular. “Due to more or less stable prices for oil, Russia emerged from the crisis. Imports grow as a result,” confirms Dmitry Yakovlev, Managing Director of Coot Freight Ltd.
One of the bright examples is the results of the Vladivostok Commercial Sea Port, where imports grew by 44.2% in 2011 (exports – by 30.4%). This was a sort of a record for the company. As representatives of the port say, such good results were reached due to several factors. First of all, there was an increased demand for consumer goods, which can be explained by some definite post-crisis revival. The other factor was the company’s incorporation into the FESCO transport group that redirected some of its lines to Vladivostok. 

Develop, Purchase And Build
A favourable market situation encouraged stevedores specializing in container handling to actively develop their business, enlarge their capacities and purchase equipment. Thus, one of the main events in 2011 in this market sector was the launch of the first stage of the Ust-Luga container terminal (incorporated in the NCC group of companies). A day before the New Year, the first vessel called at the Ust-Luga Container Terminal. It was Emotion, the 1,440 TEU-container ship owned by Unifeeder that came from Hamburg. The throughput capacity of the new terminal’s first stage amounts to 440,000 TEU; its total area – 40 hectares; the berth space – 440 metres; the berth depth – 13.5 metres, the capacity of the container area is 15,000 TEU, that of the refcontainer area is 2,000 TEU. The terminal is expected to reach full power by 2025 when its throughput capacity is approximately 3 million TEU.
It was not the only project carried out by the NCC last year. Logistika-Terminal located in Shushary (a suburb of St Petersburg) started to operate as a dry port. Such technology allows the removal of containers from the First Container Terminal to an off-dock terminal (Logistika-Terminal) using a simplified scheme (without provision of commercial documents) for further customs clearance, storage, and distributing services. 
There was a partial revival in lifting and transport equipment purchases. For example, the Vladivostok Commercial Sea Port invested €9 million in the purchase of new port equipment last year. Two Kal­mar RTG cranes made in Shanghai are to be put into operation in the port in the first quarter of 2012.
Companies have scaled plans for this year as well. Global Ports is going to invest $162 million into Petro­lesport development. This will increase the terminal’s capacity to 1.4 million TEU by 2013. The final target is to make handling volumes reach 2.3 million TEU.

Neighbours Are on the Alert
The positive dynamics of recent years inspire hope that container throughput will increase in 2012. In the opinion of analysts, however, there will hardly be a significant bounce. “The volume will hardly plummet. A small increase is more possible, or the throughput will be at the same level as in 2011. Anyway, if nothing extraordinary happens (for example, something like the financial crisis in 2008), the container market has rather optimistic prospects,” Mr Yakovlev is assured.
Meanwhile, competitors from neighbouring states are on the alert – their throughput grows. Last year, for example, Ukrainian stevedores handled 729,000 TEU, 10% more than in 2010. The figures of the Baltic ports increase every year. In particular, the container throughput in the Riga port in 2011 rose by 17.8% year-on-year to 243,630 TEU; that of the port of Klaipeda increased by approximately 15% (31,200 TEU was handled); that of the Tallinn port grew by 30% to 197,700 TEU.
Experts believe that Russian stevedores should pay special attention to the document turnover system to attract new clients. Containers are often transported via the ports of Estonia, Latvia, and Finland because a minimum number of documents are required there (for example, just an invoice and a packing list). Russian stevedores’ competitiveness is negatively impacted by the limited transport inf­rastructure, especially at the approaches to ports.
One thing is obvious: to keep the leading position and all the advantages received in the last two years, Russian ports must take the lead. And that’s what they are doing.
By Elena Dmitrievskaya
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            [SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2012/1/9.jpg" border="1" alt=" " hspace="5" width="250" height="236" align="left" />The volume of container handling in Russian sea ports continued to grow last year. Container throughput increased by 28.5% in comparison with the previous year and amounted to 4.63 million TEU. In the opinion of experts, the forecast for 2012 is favourable too, if no force majeure happens.
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    [DETAIL_TEXT] => 
Who Wants More?
There were positive dynamics in all directions in 2011. According to the Association of Commercial Sea Ports (ASOP), 2.06 million TEU was handled for export (+34.2% year-on-year), 2.07 million TEU for import (+26.3%). 0.48 million TEU of coastal trade cargo (+14.1%) and 28,300 TEU of transit (+90%).
The leaders are still the ports of St Petersburg, where approximately 2.4 million TEU was handled. This is more than 51% of the total container flow volume. According to the rate of container handling increase, the leader is the Novorossiysk port. Last year, it handled 634,700 TEU, a 47.9% increase in comparison with 2010. The port of Vladivostok takes second position (almost 600,000 TEU, +37.8%), and the Kaliningrad port third position (317,800 TEU, +37.5%). The St Petersburg port came only fifth in this ranking – its container throughput grew by 22.6%.
Specialists at the ASOP calculated that in 2011 the average loading of one 20-foot container fell by 0.39 tons to 13.02 tons. Thus, the results of the year look more moderate in absolute terms. The total container throughput was 39.43 million tons, a 19.8% increase (or 6.5 million tons) on the previous year. 
Container handling increased constantly before the crisis. 2009 was a failure, when exports fell by 4.1% and imports plummeted 34%. Starting from 2010, however, it was imports that started to grow. Experts explain this by the improvement of the economic situation on the whole, and by the increase in containerization levels in particular. “Due to more or less stable prices for oil, Russia emerged from the crisis. Imports grow as a result,” confirms Dmitry Yakovlev, Managing Director of Coot Freight Ltd.
One of the bright examples is the results of the Vladivostok Commercial Sea Port, where imports grew by 44.2% in 2011 (exports – by 30.4%). This was a sort of a record for the company. As representatives of the port say, such good results were reached due to several factors. First of all, there was an increased demand for consumer goods, which can be explained by some definite post-crisis revival. The other factor was the company’s incorporation into the FESCO transport group that redirected some of its lines to Vladivostok. 

Develop, Purchase And Build
A favourable market situation encouraged stevedores specializing in container handling to actively develop their business, enlarge their capacities and purchase equipment. Thus, one of the main events in 2011 in this market sector was the launch of the first stage of the Ust-Luga container terminal (incorporated in the NCC group of companies). A day before the New Year, the first vessel called at the Ust-Luga Container Terminal. It was Emotion, the 1,440 TEU-container ship owned by Unifeeder that came from Hamburg. The throughput capacity of the new terminal’s first stage amounts to 440,000 TEU; its total area – 40 hectares; the berth space – 440 metres; the berth depth – 13.5 metres, the capacity of the container area is 15,000 TEU, that of the refcontainer area is 2,000 TEU. The terminal is expected to reach full power by 2025 when its throughput capacity is approximately 3 million TEU.
It was not the only project carried out by the NCC last year. Logistika-Terminal located in Shushary (a suburb of St Petersburg) started to operate as a dry port. Such technology allows the removal of containers from the First Container Terminal to an off-dock terminal (Logistika-Terminal) using a simplified scheme (without provision of commercial documents) for further customs clearance, storage, and distributing services. 
There was a partial revival in lifting and transport equipment purchases. For example, the Vladivostok Commercial Sea Port invested €9 million in the purchase of new port equipment last year. Two Kal­mar RTG cranes made in Shanghai are to be put into operation in the port in the first quarter of 2012.
Companies have scaled plans for this year as well. Global Ports is going to invest $162 million into Petro­lesport development. This will increase the terminal’s capacity to 1.4 million TEU by 2013. The final target is to make handling volumes reach 2.3 million TEU.

Neighbours Are on the Alert
The positive dynamics of recent years inspire hope that container throughput will increase in 2012. In the opinion of analysts, however, there will hardly be a significant bounce. “The volume will hardly plummet. A small increase is more possible, or the throughput will be at the same level as in 2011. Anyway, if nothing extraordinary happens (for example, something like the financial crisis in 2008), the container market has rather optimistic prospects,” Mr Yakovlev is assured.
Meanwhile, competitors from neighbouring states are on the alert – their throughput grows. Last year, for example, Ukrainian stevedores handled 729,000 TEU, 10% more than in 2010. The figures of the Baltic ports increase every year. In particular, the container throughput in the Riga port in 2011 rose by 17.8% year-on-year to 243,630 TEU; that of the port of Klaipeda increased by approximately 15% (31,200 TEU was handled); that of the Tallinn port grew by 30% to 197,700 TEU.
Experts believe that Russian stevedores should pay special attention to the document turnover system to attract new clients. Containers are often transported via the ports of Estonia, Latvia, and Finland because a minimum number of documents are required there (for example, just an invoice and a packing list). Russian stevedores’ competitiveness is negatively impacted by the limited transport inf­rastructure, especially at the approaches to ports.
One thing is obvious: to keep the leading position and all the advantages received in the last two years, Russian ports must take the lead. And that’s what they are doing.
By Elena Dmitrievskaya
    [~DETAIL_TEXT] => 
Who Wants More?
There were positive dynamics in all directions in 2011. According to the Association of Commercial Sea Ports (ASOP), 2.06 million TEU was handled for export (+34.2% year-on-year), 2.07 million TEU for import (+26.3%). 0.48 million TEU of coastal trade cargo (+14.1%) and 28,300 TEU of transit (+90%).
The leaders are still the ports of St Petersburg, where approximately 2.4 million TEU was handled. This is more than 51% of the total container flow volume. According to the rate of container handling increase, the leader is the Novorossiysk port. Last year, it handled 634,700 TEU, a 47.9% increase in comparison with 2010. The port of Vladivostok takes second position (almost 600,000 TEU, +37.8%), and the Kaliningrad port third position (317,800 TEU, +37.5%). The St Petersburg port came only fifth in this ranking – its container throughput grew by 22.6%.
Specialists at the ASOP calculated that in 2011 the average loading of one 20-foot container fell by 0.39 tons to 13.02 tons. Thus, the results of the year look more moderate in absolute terms. The total container throughput was 39.43 million tons, a 19.8% increase (or 6.5 million tons) on the previous year. 
Container handling increased constantly before the crisis. 2009 was a failure, when exports fell by 4.1% and imports plummeted 34%. Starting from 2010, however, it was imports that started to grow. Experts explain this by the improvement of the economic situation on the whole, and by the increase in containerization levels in particular. “Due to more or less stable prices for oil, Russia emerged from the crisis. Imports grow as a result,” confirms Dmitry Yakovlev, Managing Director of Coot Freight Ltd.
One of the bright examples is the results of the Vladivostok Commercial Sea Port, where imports grew by 44.2% in 2011 (exports – by 30.4%). This was a sort of a record for the company. As representatives of the port say, such good results were reached due to several factors. First of all, there was an increased demand for consumer goods, which can be explained by some definite post-crisis revival. The other factor was the company’s incorporation into the FESCO transport group that redirected some of its lines to Vladivostok. 

Develop, Purchase And Build
A favourable market situation encouraged stevedores specializing in container handling to actively develop their business, enlarge their capacities and purchase equipment. Thus, one of the main events in 2011 in this market sector was the launch of the first stage of the Ust-Luga container terminal (incorporated in the NCC group of companies). A day before the New Year, the first vessel called at the Ust-Luga Container Terminal. It was Emotion, the 1,440 TEU-container ship owned by Unifeeder that came from Hamburg. The throughput capacity of the new terminal’s first stage amounts to 440,000 TEU; its total area – 40 hectares; the berth space – 440 metres; the berth depth – 13.5 metres, the capacity of the container area is 15,000 TEU, that of the refcontainer area is 2,000 TEU. The terminal is expected to reach full power by 2025 when its throughput capacity is approximately 3 million TEU.
It was not the only project carried out by the NCC last year. Logistika-Terminal located in Shushary (a suburb of St Petersburg) started to operate as a dry port. Such technology allows the removal of containers from the First Container Terminal to an off-dock terminal (Logistika-Terminal) using a simplified scheme (without provision of commercial documents) for further customs clearance, storage, and distributing services. 
There was a partial revival in lifting and transport equipment purchases. For example, the Vladivostok Commercial Sea Port invested €9 million in the purchase of new port equipment last year. Two Kal­mar RTG cranes made in Shanghai are to be put into operation in the port in the first quarter of 2012.
Companies have scaled plans for this year as well. Global Ports is going to invest $162 million into Petro­lesport development. This will increase the terminal’s capacity to 1.4 million TEU by 2013. The final target is to make handling volumes reach 2.3 million TEU.

Neighbours Are on the Alert
The positive dynamics of recent years inspire hope that container throughput will increase in 2012. In the opinion of analysts, however, there will hardly be a significant bounce. “The volume will hardly plummet. A small increase is more possible, or the throughput will be at the same level as in 2011. Anyway, if nothing extraordinary happens (for example, something like the financial crisis in 2008), the container market has rather optimistic prospects,” Mr Yakovlev is assured.
Meanwhile, competitors from neighbouring states are on the alert – their throughput grows. Last year, for example, Ukrainian stevedores handled 729,000 TEU, 10% more than in 2010. The figures of the Baltic ports increase every year. In particular, the container throughput in the Riga port in 2011 rose by 17.8% year-on-year to 243,630 TEU; that of the port of Klaipeda increased by approximately 15% (31,200 TEU was handled); that of the Tallinn port grew by 30% to 197,700 TEU.
Experts believe that Russian stevedores should pay special attention to the document turnover system to attract new clients. Containers are often transported via the ports of Estonia, Latvia, and Finland because a minimum number of documents are required there (for example, just an invoice and a packing list). Russian stevedores’ competitiveness is negatively impacted by the limited transport inf­rastructure, especially at the approaches to ports.
One thing is obvious: to keep the leading position and all the advantages received in the last two years, Russian ports must take the lead. And that’s what they are doing.
By Elena Dmitrievskaya
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