III КВАРТАЛ 2022Г. - 55 баллов
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[DETAIL_TEXT] => The transport complex share in the Kasakhstan Republic GDP comes to 10% annually. In 2004 the average level of transport system financing amounted to 1.78% of the GDP. However, it is planned to increase this index to 3.6% by 2020. It is obvious that the results will be immediate. According to the Ministry of Transport and Communication of Kazakhstan, the profit of the transport complex principal activity in the first quarter of this year came to nearly 59 bln of tenge (EUR 354 mln) , which is 1/4 more comparing with the last year.
No Efforts to be Spared
At the same time the major part of the Republic budget is provided by the railway companies' activities. Thus, the taxes paid by Kazakhstan Temir Zholy JSC in 2004 came to approximately 46.4 bln tenge (EUR 278 mln) considering that the railway transport share amounts to 57.9% of the total throughput volume made by all modes of transport.
It is obvious that the optimum railway network development is the main focus of Kazakhstan transport policy. The majority of the projects work on the principles of public-private partnership. In particular, The Ministry of Transport and Communication consider the following projects to be the most prospective.
There is a project of building a new railway line Shar-Ust-Kamenogors station. The project fulfillment plan, offered by Kazakhstan Investment Fund JSC, was taken into consideration by Kazakhstan Republic Governmental Regulation "About the building of a new railway line Shar-Ust-Kamenogorsk station" on concessive base with infrastructural bonds issuing and attracting of pension funds. According to this plan, the state gives to the concessionaire a unit. The concessionaire builds the unit in the framework of the investment project, uses it during the period fixed in the Concession Contract, and following the expiration of the explotation period passes the unit under the state control.
The work is under way on technological and economic research and feasibility studies for building a new railway line Saksaulskaya-Belneu. The necessity for this line is determined by a number of factors. Firstly, during the last years the Aktau sea port in the Caspian Sea has played a major role in extending the foreign trade and economic relations of the Republic of Kazakhstan. In view of the current railway system configuration, the connection of the port with some regions of Kazakhstan (except the western regions) is getting more difficult because of the cargoes overrun, which consequently restricts the optimum possible use of the port. For the northern regions the matters are improved by constructing a new railway line Hromtau-Altynsarin, while the optimal decision for other sectors is to build a new railroad Saksualskaya-Bejneu. Secondly, with the development of oil-producing industry in the Western region and the increase of oil transportation volumes, the carrying capacity of Kandyagash-Makat-Bejneu sector is almost exhausted, which leads to the necessity of strengthening of the sectors by constructing additional railways.
As a result of this, the construction of a new railway line Saksualskaya-Bejneu, 540 km in length, is a necessary step, which will let the Republic solve some economic, state and social problems. This project fulfillment will shorten the railway route between Asian countries and the western regions by 600 km on average, which will help to decrease the transport share in the final product price. At the same time, re-routing of the cargo flows, going from the south of the Republic to Aktau port through the new line Saksualskaya-Bejneu will allow to decrease Kandyagash-Makat-Bejneu railway sectors density. This will not demand additional investments into the strengthening of these sectors.
The estimated cost of Saksualskaya-Bejneu railway line construction is 135 bln tenge (EUR 811 mln). The Republic plans to cover the expenses on the construction from its own and borrowed funds.
The work on modernization of the operating railway infrastructure is underway concurrently. On December 20, 2004 the electrification of the main sector Ekibastuz-Pavlodar was successfully completed. This enabled railway men to handle the increasing transportation volumes on this overloaded railway line.Then the sectors Hromtau-Altynsarino and Makat-Kandagash will be provided with electric power in turns. Systematic work on modernization of safety systems and communication objects is underway, the process of fiber-optic track laying in Astana-Almaty sector has just started. What is more, the project of creating modern centers of transportation control is being prepared for implementation.
The work on further development of the international borderpass Dostyk-Alanshankou and the railway sector Aktogaj-Dostyk is in process. This helps to increase the borderpass carrying capacity. A special device package on Dostyk station was created. This package allows to handle about 11 mln tons of cargoes and containers per year, and by 2010 - nearly 20 mln tons.
The Project of the Future
The implementation of the project of Transkazakhstan railway track construction is without doubt the most important issue of these days. On July 4, 2005 a Memorandum about cooperation on investigation of the possibilities of Transkazakhstan railway track construction (with the track 1435 mm wide) was signed by the Ministry of Transport and Communication of Kazakhstan Republic and the Ministry of railways of the China People's Republic (CPR).
This project implementation will allow to perform transit cargoes transportation with their partial re-orientation from the sea route from the CPR ports to the transcontinental route. The price of containers delivery from the Asian- Pacific region countries to the EU countries and back will essentially go down. Since the beginning of Transkazakhstan railway exploitation it is planned to increase the cargo volume from 13 mln tons by 2010 to 36.7 mln tons by 2030. Thus, it will let the project participants construct a Eurasian transcontinental bridge through the Kazakhstan Republic.
According to the leadership of the Ministry of Transport and Communication of the Kazakhstan Republic, Transkazakhstan railway track will have the following advantages in comparison with transoceanic routes and the Trans-Siberian Railway:
1. the use of the European track standard on the whole route Dostyk- Turkmenistan border - 3070 km;
2. the possibility of new transit cargo flow attraction to the South-East Asia-Europe and the South-East Asia-the Middle East directions;
3. the perspective of including the European track into North-South transport corridor;
4. reduction of the number of haulage process participants;
5. shortening of the cargo delivery periods in the directions Europe-South-East Asia and back;
6. additional direct access to Europe from South-East Asia.
The calculations show that nowadays the cargoes transported along this route from the Eastern coast of the CPR reach Rotterdam in 15-18 days. This project was already approved by the transport administrations of the CPR, Turkey, Iran and Turkmenistan on condition that each country will finance the project in its territory on concession basis or by other methods, with the assistance of the state, as well as private investors. The investment of approximately USD 3.5 bln will be required. On the whole putting the Transkazakhstan railway into operation will allow to attract nearly 35 mln tons of transit and export.
It is planned to implement the project in three steps. The first stage implies the construction of the branches from the Dostyk station to Aktogaj (312 km in length, at the cost of USD 260 mln) and from the Saksaulskaya station near the Aral sea to Bejneu (540 km, USD 540 mln). It is planned to start the Dostyk-Aktogaj line construcrion in 2005. This will allow to transship the cargoes in Aktogaj, not in Dostyk. At the second stage the three lines will be laid. The first one (524 km in length, at the cost of USD 400 mln) will connect the Aktogaj station and Mointy, the second (520 km, USD 520 mln) will connect the Saksaulskaya station and Zhezkazgan city, the third (583 km, USD 439 mln) will form the line Bejneu-Aktau-Uzen. The third stage will ensure that Zhezkazgan is connected with Mointy through the Kyzyl-Zhar station by the line 464 km in length, at the cost of USD 310 mln. From Uzen the route (140 km, USD140 mln) will go to the Iranian city Gorgan through the Turkmenian station Kazanchik.
What is more, during the negotiations the participants signed the consistent declaration about strategic partnership, a mutually beneficial collaboration agreement between KEGOC JSC and the Chinese electric network corporation State GRID Corporation of China, a loan agreement between Kaznurtel JSC and the Development bank of the CPR. The agreement of cooperation in geology sphere and the use of natural resources were also signed by Kasakhstan and the CPR.
By common efforts
In the meantime, the development of oil and product transportation between Kazakhstan and China is one of the most prospective issues in the framework of the two countries' collaboration. In particular, the matter concerns the joint investigation of investment substantiation into gas pipeline Kazakhstan-China construction, and also the development of Atasu-Alashankou oil pipeline (988 km in length), which stretches from the platform at Atasu station (Karaganda region) to the Chinese border near the railway terminal Druzhba-Alashankou. The construction cost is estimated at USD 700 mln.
At the same time, Kazakhstan Temir Zholy is actively promoting its services regarding oil and product transportation. By their estimation, the volume of oil and products transportation by rail transport increased by 4% in the last year and came to 23.2 mln tons, including 13.2 mln tons for export, 6.9 mln tons for domestic traffic, 2.1 mln tons and 1.03 mln tons in import and transit correspondingly. This year the forecast export volume by all modes of transport comes to 53 mln tons, the companies' share is 10.7 mln tons (18%).
With a view to increase the volumes of energy resources delivery, the company cooperates actively with the biggest oil producers of the Republic, such as Tengizshevroyl, AGIP, Petro Kazakhstan, Kazgermunaj, Aktobemunajgas and Kazmunajgas. These companies export more than 65% of crude oil nowadays.
The basic oil export routes are as follows: through the Aktau port in the direction of Caucasian countries' ports and Iranian ports through the bordering check-post Dostyk to the CPR; through the borderpass Aksarajskaya in the direction of the Black sea ports and land frontiers of the EU countries; through the borderpass Syryagash in the direction of Georgia and through Ozinki to Ukraine. Oil and product transit through Kazakhstan territories are performed mostly by Russian companies along the routes Petropavlovsk-Syryagach, Petropavlovsk-Dostyk and Petropavlovs- Lugovaya, and by Chinese companies along the route Dostyk-Lokot.
It is said by Kazakhstan Temir Zholy that according to the forecast the crude oil extraction volumes in Kazakhstan Republic will increase by 2010 to 100 mln tons per year. But for all that the annual carrying capacity of the export pipelines in the Republic is limeted to 67 mln tons. As a result of this it is expected to cover the pipelines shortfall at the expense of rail transport. There are quite enough rolling-stock in the Republic. In accordance with Kazakhstan Temir Zholy in 2003 there were 4398 of their own tanks, in 2004 this number increased to 9378. The oil loading into the company's carriages increased from 45.2% in 2003 to 66.3 in 2004.
Transit Empire
It is worth mentioning that the Kazakhstan Republic claims to be a very attractive transit corridor. According to the Ministry of Transport and Communication, the transit growth came to 17.1% in 2004. This year the tendency is keeping on.
The importance of transit delivery sphere development is determined by the high potential of currency inflow to the country. In accordance with the experts' estimation, the possible profit made by transit traffic through the Kazakhstan territory come to USD 2 bln per year. During the five month of the year 2005 the volume of the rail transit through the territories of Kazakhstan, without taking into consideration domestic traffic, came to 3522 thousand tons. Comparing to the same period of the last year, it has increased by 13%.
The fact that Kazakhstan transport corridors go through the regions rich in minerals and perspective in developing is highly important. Kazakhstan transit development, transport corridors forming and modernization of communications will influence the increase in producing and employment in the regions. This will help to solve some social problems. Thus, transit enables to develop not only the transport system, its adjacent branches and services, but the Republic economy as well.
The route of the transport corridor North-South is used in cargo haulage from Russia to Iran through the ports of the Caspian Sea. Substantial volumes of cargo traffic from Russia are performed through the Russian sea ports Astrahan and Makhachkala destined for Iran. Serious work on attracting additional transit cargo flows is underway in the Republic. For example, these days Uzbekistan exports huge volumes of cotton to the countries of the South-East Asia along the route Uzbekistan-Farap-Serakhs-Bandar-e'Abbas (Iran), omitting the Kazakhstan territories. The part of the Iranian railway line Bafk-Meshkhed on the route Meshkhed-Bandar-e'Abbas, set in operation in 2005, has shortened the way of the Uzbek cotton by 1000 km. According to Uzvneshtrans the volumes of cotton export through Farap-Serakhs in 2004 came to 328 thousand tons. With the aim of attracting additional volumes of cotton export from the Middle Asian countries to China Kazakhstan Temir Zholy JSC established the discount on cargo transportation by block trains along the sector Sary-Agach-Dostyk.
With the purpose of studying of the cargo flows, going along the alternative routes Europe-Asia, and taking appropriate measures to redirect the flows to the international corridors, crossing Kazakhstan territories, the competition on marketing research of the cargo flows of Turkmenistan, Tadzhikistan, Uzbekistan and the RF was held. Moreover, it is planned to hold the similar competition on marketing research of the cargo flows of the CPR.
Kazakhstan Temir Zholy JSC performs systematic actions on attracting transit cargo flows along the Kazakhstan Temir Zholy JSC network by following a flexible tariff policy, cooperating with certain railway administrations to attract transit flows, holding presentations, meetings and round-table negotiations with potential cargo consignors and cargo consignees.
The Republic believes that both Kazakhstan and the Russian Federation are interested in attraction of the export flows, which is being formed and developed now in the central and northwestern regions of the CPR, and the transit cargo flow, which is oriented towards a European consumer, to the RF through Dostyk along the Transasian railway; in other words - by the shortest overland railway route.
Right decisions takenin proper time
It was possible to reach such a high effectiveness level in railway transport activity due to carrying out some corresponding reforms. According to the heads of the Ministry of Transport and Communication of Kazakhstan Republic, railway transport restructuring is one of the most important tasks of these days. Solving this task will influence further dynamic development of the national economy, and railway branch adaptation to market reforms.
Railway branch reforming is being comleted now. During 2004 the companies, specializing in engines, carriages and tracks maintenance, and some laundry companies were brought to the competitive sector. The money received will be invested into railway transport development, in accordance with the approved projects.
Bringing the companies mentioned to the market environment enabled them to take part in competitions on rendering maintenance services, competing with each other, which strongly influenced the final price and services quality. The maintenance companies are interested in the development of spare parts, equipment and railway materials domestic producing.
Improving of the legislative base for rail transport sphere are in underway.
As for the freight transport market itself, it is worth saying that all the possible conditions for the competitive environment development are created. In 2004 the Kazakhstan Republic Government initiated creating of the two private carries by selling the freight rail park for coal, alumina, pellet and ore transportation to the two biggest cargo consignors, which were using the mentioned fleet for many years. The park was sold to the companies under the condition that the whole cargo volume would be carried using their own rolling-stock and that the new rolling-stock will be purchased. Since July, 2006, with the new tariff scale setting, all the necessary conditions for these and other companies, which will enable them to act as independent private haulers, will be created. By this time you can find more than 150 companies, possessing their own rolling-stocks, with a turnover share of 30%.
With the advent of some subjects on the railway services market it became necessary to change the tariff policy and to work out a new mechanism, which will allow to define the services cost for every participant of the transportation process. As a result, new tariffs on cargo delivery by railway were set in 2004. Thus, the tariffs on cargo transportation by railway are composed by four components: the tariffs on the main-line railway services, engine traction, freight and commercial operations, and carriages and containers usage. The main-line railway services cost should be regulated by the state, while the rest three components refer potentially to the competitive sector, but now they are regulated by the state, as for the dominating subjects. These are the short-term tariffs, after which fundamentally tariffs on railway transport companies services will be set. The new tariffs will be based on economically founded expenses of the haulage process participants.
At this time the design procedure of the tariffs on main-line railway services, engine traction and hauler's services is being developed with the state structures being involved. After the tariff calculations being completed, the new tariff regulations will be developed and set. The current tariffs system differentiates domestic, import and export transportation, which contradicts to the General Agreement on trade and tariffs. In this connection the question of tariffs unification is being worked over. The unification is planned to be performed in several steps. A number of possible variants of deviation from the differentiation were offered.
Thus, after the Kazakhstan Republic's joining the World Trade Organization, it is planned to undertake obligations on stepwise abolishment of the tariff differentiation according to the communication types during the transition period.
Tatyana Tokareva
[~DETAIL_TEXT] => The transport complex share in the Kasakhstan Republic GDP comes to 10% annually. In 2004 the average level of transport system financing amounted to 1.78% of the GDP. However, it is planned to increase this index to 3.6% by 2020. It is obvious that the results will be immediate. According to the Ministry of Transport and Communication of Kazakhstan, the profit of the transport complex principal activity in the first quarter of this year came to nearly 59 bln of tenge (EUR 354 mln) , which is 1/4 more comparing with the last year.
No Efforts to be Spared
At the same time the major part of the Republic budget is provided by the railway companies' activities. Thus, the taxes paid by Kazakhstan Temir Zholy JSC in 2004 came to approximately 46.4 bln tenge (EUR 278 mln) considering that the railway transport share amounts to 57.9% of the total throughput volume made by all modes of transport.
It is obvious that the optimum railway network development is the main focus of Kazakhstan transport policy. The majority of the projects work on the principles of public-private partnership. In particular, The Ministry of Transport and Communication consider the following projects to be the most prospective.
There is a project of building a new railway line Shar-Ust-Kamenogors station. The project fulfillment plan, offered by Kazakhstan Investment Fund JSC, was taken into consideration by Kazakhstan Republic Governmental Regulation "About the building of a new railway line Shar-Ust-Kamenogorsk station" on concessive base with infrastructural bonds issuing and attracting of pension funds. According to this plan, the state gives to the concessionaire a unit. The concessionaire builds the unit in the framework of the investment project, uses it during the period fixed in the Concession Contract, and following the expiration of the explotation period passes the unit under the state control.
The work is under way on technological and economic research and feasibility studies for building a new railway line Saksaulskaya-Belneu. The necessity for this line is determined by a number of factors. Firstly, during the last years the Aktau sea port in the Caspian Sea has played a major role in extending the foreign trade and economic relations of the Republic of Kazakhstan. In view of the current railway system configuration, the connection of the port with some regions of Kazakhstan (except the western regions) is getting more difficult because of the cargoes overrun, which consequently restricts the optimum possible use of the port. For the northern regions the matters are improved by constructing a new railway line Hromtau-Altynsarin, while the optimal decision for other sectors is to build a new railroad Saksualskaya-Bejneu. Secondly, with the development of oil-producing industry in the Western region and the increase of oil transportation volumes, the carrying capacity of Kandyagash-Makat-Bejneu sector is almost exhausted, which leads to the necessity of strengthening of the sectors by constructing additional railways.
As a result of this, the construction of a new railway line Saksualskaya-Bejneu, 540 km in length, is a necessary step, which will let the Republic solve some economic, state and social problems. This project fulfillment will shorten the railway route between Asian countries and the western regions by 600 km on average, which will help to decrease the transport share in the final product price. At the same time, re-routing of the cargo flows, going from the south of the Republic to Aktau port through the new line Saksualskaya-Bejneu will allow to decrease Kandyagash-Makat-Bejneu railway sectors density. This will not demand additional investments into the strengthening of these sectors.
The estimated cost of Saksualskaya-Bejneu railway line construction is 135 bln tenge (EUR 811 mln). The Republic plans to cover the expenses on the construction from its own and borrowed funds.
The work on modernization of the operating railway infrastructure is underway concurrently. On December 20, 2004 the electrification of the main sector Ekibastuz-Pavlodar was successfully completed. This enabled railway men to handle the increasing transportation volumes on this overloaded railway line.Then the sectors Hromtau-Altynsarino and Makat-Kandagash will be provided with electric power in turns. Systematic work on modernization of safety systems and communication objects is underway, the process of fiber-optic track laying in Astana-Almaty sector has just started. What is more, the project of creating modern centers of transportation control is being prepared for implementation.
The work on further development of the international borderpass Dostyk-Alanshankou and the railway sector Aktogaj-Dostyk is in process. This helps to increase the borderpass carrying capacity. A special device package on Dostyk station was created. This package allows to handle about 11 mln tons of cargoes and containers per year, and by 2010 - nearly 20 mln tons.
The Project of the Future
The implementation of the project of Transkazakhstan railway track construction is without doubt the most important issue of these days. On July 4, 2005 a Memorandum about cooperation on investigation of the possibilities of Transkazakhstan railway track construction (with the track 1435 mm wide) was signed by the Ministry of Transport and Communication of Kazakhstan Republic and the Ministry of railways of the China People's Republic (CPR).
This project implementation will allow to perform transit cargoes transportation with their partial re-orientation from the sea route from the CPR ports to the transcontinental route. The price of containers delivery from the Asian- Pacific region countries to the EU countries and back will essentially go down. Since the beginning of Transkazakhstan railway exploitation it is planned to increase the cargo volume from 13 mln tons by 2010 to 36.7 mln tons by 2030. Thus, it will let the project participants construct a Eurasian transcontinental bridge through the Kazakhstan Republic.
According to the leadership of the Ministry of Transport and Communication of the Kazakhstan Republic, Transkazakhstan railway track will have the following advantages in comparison with transoceanic routes and the Trans-Siberian Railway:
1. the use of the European track standard on the whole route Dostyk- Turkmenistan border - 3070 km;
2. the possibility of new transit cargo flow attraction to the South-East Asia-Europe and the South-East Asia-the Middle East directions;
3. the perspective of including the European track into North-South transport corridor;
4. reduction of the number of haulage process participants;
5. shortening of the cargo delivery periods in the directions Europe-South-East Asia and back;
6. additional direct access to Europe from South-East Asia.
The calculations show that nowadays the cargoes transported along this route from the Eastern coast of the CPR reach Rotterdam in 15-18 days. This project was already approved by the transport administrations of the CPR, Turkey, Iran and Turkmenistan on condition that each country will finance the project in its territory on concession basis or by other methods, with the assistance of the state, as well as private investors. The investment of approximately USD 3.5 bln will be required. On the whole putting the Transkazakhstan railway into operation will allow to attract nearly 35 mln tons of transit and export.
It is planned to implement the project in three steps. The first stage implies the construction of the branches from the Dostyk station to Aktogaj (312 km in length, at the cost of USD 260 mln) and from the Saksaulskaya station near the Aral sea to Bejneu (540 km, USD 540 mln). It is planned to start the Dostyk-Aktogaj line construcrion in 2005. This will allow to transship the cargoes in Aktogaj, not in Dostyk. At the second stage the three lines will be laid. The first one (524 km in length, at the cost of USD 400 mln) will connect the Aktogaj station and Mointy, the second (520 km, USD 520 mln) will connect the Saksaulskaya station and Zhezkazgan city, the third (583 km, USD 439 mln) will form the line Bejneu-Aktau-Uzen. The third stage will ensure that Zhezkazgan is connected with Mointy through the Kyzyl-Zhar station by the line 464 km in length, at the cost of USD 310 mln. From Uzen the route (140 km, USD140 mln) will go to the Iranian city Gorgan through the Turkmenian station Kazanchik.
What is more, during the negotiations the participants signed the consistent declaration about strategic partnership, a mutually beneficial collaboration agreement between KEGOC JSC and the Chinese electric network corporation State GRID Corporation of China, a loan agreement between Kaznurtel JSC and the Development bank of the CPR. The agreement of cooperation in geology sphere and the use of natural resources were also signed by Kasakhstan and the CPR.
By common efforts
In the meantime, the development of oil and product transportation between Kazakhstan and China is one of the most prospective issues in the framework of the two countries' collaboration. In particular, the matter concerns the joint investigation of investment substantiation into gas pipeline Kazakhstan-China construction, and also the development of Atasu-Alashankou oil pipeline (988 km in length), which stretches from the platform at Atasu station (Karaganda region) to the Chinese border near the railway terminal Druzhba-Alashankou. The construction cost is estimated at USD 700 mln.
At the same time, Kazakhstan Temir Zholy is actively promoting its services regarding oil and product transportation. By their estimation, the volume of oil and products transportation by rail transport increased by 4% in the last year and came to 23.2 mln tons, including 13.2 mln tons for export, 6.9 mln tons for domestic traffic, 2.1 mln tons and 1.03 mln tons in import and transit correspondingly. This year the forecast export volume by all modes of transport comes to 53 mln tons, the companies' share is 10.7 mln tons (18%).
With a view to increase the volumes of energy resources delivery, the company cooperates actively with the biggest oil producers of the Republic, such as Tengizshevroyl, AGIP, Petro Kazakhstan, Kazgermunaj, Aktobemunajgas and Kazmunajgas. These companies export more than 65% of crude oil nowadays.
The basic oil export routes are as follows: through the Aktau port in the direction of Caucasian countries' ports and Iranian ports through the bordering check-post Dostyk to the CPR; through the borderpass Aksarajskaya in the direction of the Black sea ports and land frontiers of the EU countries; through the borderpass Syryagash in the direction of Georgia and through Ozinki to Ukraine. Oil and product transit through Kazakhstan territories are performed mostly by Russian companies along the routes Petropavlovsk-Syryagach, Petropavlovsk-Dostyk and Petropavlovs- Lugovaya, and by Chinese companies along the route Dostyk-Lokot.
It is said by Kazakhstan Temir Zholy that according to the forecast the crude oil extraction volumes in Kazakhstan Republic will increase by 2010 to 100 mln tons per year. But for all that the annual carrying capacity of the export pipelines in the Republic is limeted to 67 mln tons. As a result of this it is expected to cover the pipelines shortfall at the expense of rail transport. There are quite enough rolling-stock in the Republic. In accordance with Kazakhstan Temir Zholy in 2003 there were 4398 of their own tanks, in 2004 this number increased to 9378. The oil loading into the company's carriages increased from 45.2% in 2003 to 66.3 in 2004.
Transit Empire
It is worth mentioning that the Kazakhstan Republic claims to be a very attractive transit corridor. According to the Ministry of Transport and Communication, the transit growth came to 17.1% in 2004. This year the tendency is keeping on.
The importance of transit delivery sphere development is determined by the high potential of currency inflow to the country. In accordance with the experts' estimation, the possible profit made by transit traffic through the Kazakhstan territory come to USD 2 bln per year. During the five month of the year 2005 the volume of the rail transit through the territories of Kazakhstan, without taking into consideration domestic traffic, came to 3522 thousand tons. Comparing to the same period of the last year, it has increased by 13%.
The fact that Kazakhstan transport corridors go through the regions rich in minerals and perspective in developing is highly important. Kazakhstan transit development, transport corridors forming and modernization of communications will influence the increase in producing and employment in the regions. This will help to solve some social problems. Thus, transit enables to develop not only the transport system, its adjacent branches and services, but the Republic economy as well.
The route of the transport corridor North-South is used in cargo haulage from Russia to Iran through the ports of the Caspian Sea. Substantial volumes of cargo traffic from Russia are performed through the Russian sea ports Astrahan and Makhachkala destined for Iran. Serious work on attracting additional transit cargo flows is underway in the Republic. For example, these days Uzbekistan exports huge volumes of cotton to the countries of the South-East Asia along the route Uzbekistan-Farap-Serakhs-Bandar-e'Abbas (Iran), omitting the Kazakhstan territories. The part of the Iranian railway line Bafk-Meshkhed on the route Meshkhed-Bandar-e'Abbas, set in operation in 2005, has shortened the way of the Uzbek cotton by 1000 km. According to Uzvneshtrans the volumes of cotton export through Farap-Serakhs in 2004 came to 328 thousand tons. With the aim of attracting additional volumes of cotton export from the Middle Asian countries to China Kazakhstan Temir Zholy JSC established the discount on cargo transportation by block trains along the sector Sary-Agach-Dostyk.
With the purpose of studying of the cargo flows, going along the alternative routes Europe-Asia, and taking appropriate measures to redirect the flows to the international corridors, crossing Kazakhstan territories, the competition on marketing research of the cargo flows of Turkmenistan, Tadzhikistan, Uzbekistan and the RF was held. Moreover, it is planned to hold the similar competition on marketing research of the cargo flows of the CPR.
Kazakhstan Temir Zholy JSC performs systematic actions on attracting transit cargo flows along the Kazakhstan Temir Zholy JSC network by following a flexible tariff policy, cooperating with certain railway administrations to attract transit flows, holding presentations, meetings and round-table negotiations with potential cargo consignors and cargo consignees.
The Republic believes that both Kazakhstan and the Russian Federation are interested in attraction of the export flows, which is being formed and developed now in the central and northwestern regions of the CPR, and the transit cargo flow, which is oriented towards a European consumer, to the RF through Dostyk along the Transasian railway; in other words - by the shortest overland railway route.
Right decisions takenin proper time
It was possible to reach such a high effectiveness level in railway transport activity due to carrying out some corresponding reforms. According to the heads of the Ministry of Transport and Communication of Kazakhstan Republic, railway transport restructuring is one of the most important tasks of these days. Solving this task will influence further dynamic development of the national economy, and railway branch adaptation to market reforms.
Railway branch reforming is being comleted now. During 2004 the companies, specializing in engines, carriages and tracks maintenance, and some laundry companies were brought to the competitive sector. The money received will be invested into railway transport development, in accordance with the approved projects.
Bringing the companies mentioned to the market environment enabled them to take part in competitions on rendering maintenance services, competing with each other, which strongly influenced the final price and services quality. The maintenance companies are interested in the development of spare parts, equipment and railway materials domestic producing.
Improving of the legislative base for rail transport sphere are in underway.
As for the freight transport market itself, it is worth saying that all the possible conditions for the competitive environment development are created. In 2004 the Kazakhstan Republic Government initiated creating of the two private carries by selling the freight rail park for coal, alumina, pellet and ore transportation to the two biggest cargo consignors, which were using the mentioned fleet for many years. The park was sold to the companies under the condition that the whole cargo volume would be carried using their own rolling-stock and that the new rolling-stock will be purchased. Since July, 2006, with the new tariff scale setting, all the necessary conditions for these and other companies, which will enable them to act as independent private haulers, will be created. By this time you can find more than 150 companies, possessing their own rolling-stocks, with a turnover share of 30%.
With the advent of some subjects on the railway services market it became necessary to change the tariff policy and to work out a new mechanism, which will allow to define the services cost for every participant of the transportation process. As a result, new tariffs on cargo delivery by railway were set in 2004. Thus, the tariffs on cargo transportation by railway are composed by four components: the tariffs on the main-line railway services, engine traction, freight and commercial operations, and carriages and containers usage. The main-line railway services cost should be regulated by the state, while the rest three components refer potentially to the competitive sector, but now they are regulated by the state, as for the dominating subjects. These are the short-term tariffs, after which fundamentally tariffs on railway transport companies services will be set. The new tariffs will be based on economically founded expenses of the haulage process participants.
At this time the design procedure of the tariffs on main-line railway services, engine traction and hauler's services is being developed with the state structures being involved. After the tariff calculations being completed, the new tariff regulations will be developed and set. The current tariffs system differentiates domestic, import and export transportation, which contradicts to the General Agreement on trade and tariffs. In this connection the question of tariffs unification is being worked over. The unification is planned to be performed in several steps. A number of possible variants of deviation from the differentiation were offered.
Thus, after the Kazakhstan Republic's joining the World Trade Organization, it is planned to undertake obligations on stepwise abolishment of the tariff differentiation according to the communication types during the transition period.
Tatyana Tokareva
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[DETAIL_TEXT] => The transport complex share in the Kasakhstan Republic GDP comes to 10% annually. In 2004 the average level of transport system financing amounted to 1.78% of the GDP. However, it is planned to increase this index to 3.6% by 2020. It is obvious that the results will be immediate. According to the Ministry of Transport and Communication of Kazakhstan, the profit of the transport complex principal activity in the first quarter of this year came to nearly 59 bln of tenge (EUR 354 mln) , which is 1/4 more comparing with the last year.
No Efforts to be Spared
At the same time the major part of the Republic budget is provided by the railway companies' activities. Thus, the taxes paid by Kazakhstan Temir Zholy JSC in 2004 came to approximately 46.4 bln tenge (EUR 278 mln) considering that the railway transport share amounts to 57.9% of the total throughput volume made by all modes of transport.
It is obvious that the optimum railway network development is the main focus of Kazakhstan transport policy. The majority of the projects work on the principles of public-private partnership. In particular, The Ministry of Transport and Communication consider the following projects to be the most prospective.
There is a project of building a new railway line Shar-Ust-Kamenogors station. The project fulfillment plan, offered by Kazakhstan Investment Fund JSC, was taken into consideration by Kazakhstan Republic Governmental Regulation "About the building of a new railway line Shar-Ust-Kamenogorsk station" on concessive base with infrastructural bonds issuing and attracting of pension funds. According to this plan, the state gives to the concessionaire a unit. The concessionaire builds the unit in the framework of the investment project, uses it during the period fixed in the Concession Contract, and following the expiration of the explotation period passes the unit under the state control.
The work is under way on technological and economic research and feasibility studies for building a new railway line Saksaulskaya-Belneu. The necessity for this line is determined by a number of factors. Firstly, during the last years the Aktau sea port in the Caspian Sea has played a major role in extending the foreign trade and economic relations of the Republic of Kazakhstan. In view of the current railway system configuration, the connection of the port with some regions of Kazakhstan (except the western regions) is getting more difficult because of the cargoes overrun, which consequently restricts the optimum possible use of the port. For the northern regions the matters are improved by constructing a new railway line Hromtau-Altynsarin, while the optimal decision for other sectors is to build a new railroad Saksualskaya-Bejneu. Secondly, with the development of oil-producing industry in the Western region and the increase of oil transportation volumes, the carrying capacity of Kandyagash-Makat-Bejneu sector is almost exhausted, which leads to the necessity of strengthening of the sectors by constructing additional railways.
As a result of this, the construction of a new railway line Saksualskaya-Bejneu, 540 km in length, is a necessary step, which will let the Republic solve some economic, state and social problems. This project fulfillment will shorten the railway route between Asian countries and the western regions by 600 km on average, which will help to decrease the transport share in the final product price. At the same time, re-routing of the cargo flows, going from the south of the Republic to Aktau port through the new line Saksualskaya-Bejneu will allow to decrease Kandyagash-Makat-Bejneu railway sectors density. This will not demand additional investments into the strengthening of these sectors.
The estimated cost of Saksualskaya-Bejneu railway line construction is 135 bln tenge (EUR 811 mln). The Republic plans to cover the expenses on the construction from its own and borrowed funds.
The work on modernization of the operating railway infrastructure is underway concurrently. On December 20, 2004 the electrification of the main sector Ekibastuz-Pavlodar was successfully completed. This enabled railway men to handle the increasing transportation volumes on this overloaded railway line.Then the sectors Hromtau-Altynsarino and Makat-Kandagash will be provided with electric power in turns. Systematic work on modernization of safety systems and communication objects is underway, the process of fiber-optic track laying in Astana-Almaty sector has just started. What is more, the project of creating modern centers of transportation control is being prepared for implementation.
The work on further development of the international borderpass Dostyk-Alanshankou and the railway sector Aktogaj-Dostyk is in process. This helps to increase the borderpass carrying capacity. A special device package on Dostyk station was created. This package allows to handle about 11 mln tons of cargoes and containers per year, and by 2010 - nearly 20 mln tons.
The Project of the Future
The implementation of the project of Transkazakhstan railway track construction is without doubt the most important issue of these days. On July 4, 2005 a Memorandum about cooperation on investigation of the possibilities of Transkazakhstan railway track construction (with the track 1435 mm wide) was signed by the Ministry of Transport and Communication of Kazakhstan Republic and the Ministry of railways of the China People's Republic (CPR).
This project implementation will allow to perform transit cargoes transportation with their partial re-orientation from the sea route from the CPR ports to the transcontinental route. The price of containers delivery from the Asian- Pacific region countries to the EU countries and back will essentially go down. Since the beginning of Transkazakhstan railway exploitation it is planned to increase the cargo volume from 13 mln tons by 2010 to 36.7 mln tons by 2030. Thus, it will let the project participants construct a Eurasian transcontinental bridge through the Kazakhstan Republic.
According to the leadership of the Ministry of Transport and Communication of the Kazakhstan Republic, Transkazakhstan railway track will have the following advantages in comparison with transoceanic routes and the Trans-Siberian Railway:
1. the use of the European track standard on the whole route Dostyk- Turkmenistan border - 3070 km;
2. the possibility of new transit cargo flow attraction to the South-East Asia-Europe and the South-East Asia-the Middle East directions;
3. the perspective of including the European track into North-South transport corridor;
4. reduction of the number of haulage process participants;
5. shortening of the cargo delivery periods in the directions Europe-South-East Asia and back;
6. additional direct access to Europe from South-East Asia.
The calculations show that nowadays the cargoes transported along this route from the Eastern coast of the CPR reach Rotterdam in 15-18 days. This project was already approved by the transport administrations of the CPR, Turkey, Iran and Turkmenistan on condition that each country will finance the project in its territory on concession basis or by other methods, with the assistance of the state, as well as private investors. The investment of approximately USD 3.5 bln will be required. On the whole putting the Transkazakhstan railway into operation will allow to attract nearly 35 mln tons of transit and export.
It is planned to implement the project in three steps. The first stage implies the construction of the branches from the Dostyk station to Aktogaj (312 km in length, at the cost of USD 260 mln) and from the Saksaulskaya station near the Aral sea to Bejneu (540 km, USD 540 mln). It is planned to start the Dostyk-Aktogaj line construcrion in 2005. This will allow to transship the cargoes in Aktogaj, not in Dostyk. At the second stage the three lines will be laid. The first one (524 km in length, at the cost of USD 400 mln) will connect the Aktogaj station and Mointy, the second (520 km, USD 520 mln) will connect the Saksaulskaya station and Zhezkazgan city, the third (583 km, USD 439 mln) will form the line Bejneu-Aktau-Uzen. The third stage will ensure that Zhezkazgan is connected with Mointy through the Kyzyl-Zhar station by the line 464 km in length, at the cost of USD 310 mln. From Uzen the route (140 km, USD140 mln) will go to the Iranian city Gorgan through the Turkmenian station Kazanchik.
What is more, during the negotiations the participants signed the consistent declaration about strategic partnership, a mutually beneficial collaboration agreement between KEGOC JSC and the Chinese electric network corporation State GRID Corporation of China, a loan agreement between Kaznurtel JSC and the Development bank of the CPR. The agreement of cooperation in geology sphere and the use of natural resources were also signed by Kasakhstan and the CPR.
By common efforts
In the meantime, the development of oil and product transportation between Kazakhstan and China is one of the most prospective issues in the framework of the two countries' collaboration. In particular, the matter concerns the joint investigation of investment substantiation into gas pipeline Kazakhstan-China construction, and also the development of Atasu-Alashankou oil pipeline (988 km in length), which stretches from the platform at Atasu station (Karaganda region) to the Chinese border near the railway terminal Druzhba-Alashankou. The construction cost is estimated at USD 700 mln.
At the same time, Kazakhstan Temir Zholy is actively promoting its services regarding oil and product transportation. By their estimation, the volume of oil and products transportation by rail transport increased by 4% in the last year and came to 23.2 mln tons, including 13.2 mln tons for export, 6.9 mln tons for domestic traffic, 2.1 mln tons and 1.03 mln tons in import and transit correspondingly. This year the forecast export volume by all modes of transport comes to 53 mln tons, the companies' share is 10.7 mln tons (18%).
With a view to increase the volumes of energy resources delivery, the company cooperates actively with the biggest oil producers of the Republic, such as Tengizshevroyl, AGIP, Petro Kazakhstan, Kazgermunaj, Aktobemunajgas and Kazmunajgas. These companies export more than 65% of crude oil nowadays.
The basic oil export routes are as follows: through the Aktau port in the direction of Caucasian countries' ports and Iranian ports through the bordering check-post Dostyk to the CPR; through the borderpass Aksarajskaya in the direction of the Black sea ports and land frontiers of the EU countries; through the borderpass Syryagash in the direction of Georgia and through Ozinki to Ukraine. Oil and product transit through Kazakhstan territories are performed mostly by Russian companies along the routes Petropavlovsk-Syryagach, Petropavlovsk-Dostyk and Petropavlovs- Lugovaya, and by Chinese companies along the route Dostyk-Lokot.
It is said by Kazakhstan Temir Zholy that according to the forecast the crude oil extraction volumes in Kazakhstan Republic will increase by 2010 to 100 mln tons per year. But for all that the annual carrying capacity of the export pipelines in the Republic is limeted to 67 mln tons. As a result of this it is expected to cover the pipelines shortfall at the expense of rail transport. There are quite enough rolling-stock in the Republic. In accordance with Kazakhstan Temir Zholy in 2003 there were 4398 of their own tanks, in 2004 this number increased to 9378. The oil loading into the company's carriages increased from 45.2% in 2003 to 66.3 in 2004.
Transit Empire
It is worth mentioning that the Kazakhstan Republic claims to be a very attractive transit corridor. According to the Ministry of Transport and Communication, the transit growth came to 17.1% in 2004. This year the tendency is keeping on.
The importance of transit delivery sphere development is determined by the high potential of currency inflow to the country. In accordance with the experts' estimation, the possible profit made by transit traffic through the Kazakhstan territory come to USD 2 bln per year. During the five month of the year 2005 the volume of the rail transit through the territories of Kazakhstan, without taking into consideration domestic traffic, came to 3522 thousand tons. Comparing to the same period of the last year, it has increased by 13%.
The fact that Kazakhstan transport corridors go through the regions rich in minerals and perspective in developing is highly important. Kazakhstan transit development, transport corridors forming and modernization of communications will influence the increase in producing and employment in the regions. This will help to solve some social problems. Thus, transit enables to develop not only the transport system, its adjacent branches and services, but the Republic economy as well.
The route of the transport corridor North-South is used in cargo haulage from Russia to Iran through the ports of the Caspian Sea. Substantial volumes of cargo traffic from Russia are performed through the Russian sea ports Astrahan and Makhachkala destined for Iran. Serious work on attracting additional transit cargo flows is underway in the Republic. For example, these days Uzbekistan exports huge volumes of cotton to the countries of the South-East Asia along the route Uzbekistan-Farap-Serakhs-Bandar-e'Abbas (Iran), omitting the Kazakhstan territories. The part of the Iranian railway line Bafk-Meshkhed on the route Meshkhed-Bandar-e'Abbas, set in operation in 2005, has shortened the way of the Uzbek cotton by 1000 km. According to Uzvneshtrans the volumes of cotton export through Farap-Serakhs in 2004 came to 328 thousand tons. With the aim of attracting additional volumes of cotton export from the Middle Asian countries to China Kazakhstan Temir Zholy JSC established the discount on cargo transportation by block trains along the sector Sary-Agach-Dostyk.
With the purpose of studying of the cargo flows, going along the alternative routes Europe-Asia, and taking appropriate measures to redirect the flows to the international corridors, crossing Kazakhstan territories, the competition on marketing research of the cargo flows of Turkmenistan, Tadzhikistan, Uzbekistan and the RF was held. Moreover, it is planned to hold the similar competition on marketing research of the cargo flows of the CPR.
Kazakhstan Temir Zholy JSC performs systematic actions on attracting transit cargo flows along the Kazakhstan Temir Zholy JSC network by following a flexible tariff policy, cooperating with certain railway administrations to attract transit flows, holding presentations, meetings and round-table negotiations with potential cargo consignors and cargo consignees.
The Republic believes that both Kazakhstan and the Russian Federation are interested in attraction of the export flows, which is being formed and developed now in the central and northwestern regions of the CPR, and the transit cargo flow, which is oriented towards a European consumer, to the RF through Dostyk along the Transasian railway; in other words - by the shortest overland railway route.
Right decisions takenin proper time
It was possible to reach such a high effectiveness level in railway transport activity due to carrying out some corresponding reforms. According to the heads of the Ministry of Transport and Communication of Kazakhstan Republic, railway transport restructuring is one of the most important tasks of these days. Solving this task will influence further dynamic development of the national economy, and railway branch adaptation to market reforms.
Railway branch reforming is being comleted now. During 2004 the companies, specializing in engines, carriages and tracks maintenance, and some laundry companies were brought to the competitive sector. The money received will be invested into railway transport development, in accordance with the approved projects.
Bringing the companies mentioned to the market environment enabled them to take part in competitions on rendering maintenance services, competing with each other, which strongly influenced the final price and services quality. The maintenance companies are interested in the development of spare parts, equipment and railway materials domestic producing.
Improving of the legislative base for rail transport sphere are in underway.
As for the freight transport market itself, it is worth saying that all the possible conditions for the competitive environment development are created. In 2004 the Kazakhstan Republic Government initiated creating of the two private carries by selling the freight rail park for coal, alumina, pellet and ore transportation to the two biggest cargo consignors, which were using the mentioned fleet for many years. The park was sold to the companies under the condition that the whole cargo volume would be carried using their own rolling-stock and that the new rolling-stock will be purchased. Since July, 2006, with the new tariff scale setting, all the necessary conditions for these and other companies, which will enable them to act as independent private haulers, will be created. By this time you can find more than 150 companies, possessing their own rolling-stocks, with a turnover share of 30%.
With the advent of some subjects on the railway services market it became necessary to change the tariff policy and to work out a new mechanism, which will allow to define the services cost for every participant of the transportation process. As a result, new tariffs on cargo delivery by railway were set in 2004. Thus, the tariffs on cargo transportation by railway are composed by four components: the tariffs on the main-line railway services, engine traction, freight and commercial operations, and carriages and containers usage. The main-line railway services cost should be regulated by the state, while the rest three components refer potentially to the competitive sector, but now they are regulated by the state, as for the dominating subjects. These are the short-term tariffs, after which fundamentally tariffs on railway transport companies services will be set. The new tariffs will be based on economically founded expenses of the haulage process participants.
At this time the design procedure of the tariffs on main-line railway services, engine traction and hauler's services is being developed with the state structures being involved. After the tariff calculations being completed, the new tariff regulations will be developed and set. The current tariffs system differentiates domestic, import and export transportation, which contradicts to the General Agreement on trade and tariffs. In this connection the question of tariffs unification is being worked over. The unification is planned to be performed in several steps. A number of possible variants of deviation from the differentiation were offered.
Thus, after the Kazakhstan Republic's joining the World Trade Organization, it is planned to undertake obligations on stepwise abolishment of the tariff differentiation according to the communication types during the transition period.
Tatyana Tokareva
[~DETAIL_TEXT] => The transport complex share in the Kasakhstan Republic GDP comes to 10% annually. In 2004 the average level of transport system financing amounted to 1.78% of the GDP. However, it is planned to increase this index to 3.6% by 2020. It is obvious that the results will be immediate. According to the Ministry of Transport and Communication of Kazakhstan, the profit of the transport complex principal activity in the first quarter of this year came to nearly 59 bln of tenge (EUR 354 mln) , which is 1/4 more comparing with the last year.
No Efforts to be Spared
At the same time the major part of the Republic budget is provided by the railway companies' activities. Thus, the taxes paid by Kazakhstan Temir Zholy JSC in 2004 came to approximately 46.4 bln tenge (EUR 278 mln) considering that the railway transport share amounts to 57.9% of the total throughput volume made by all modes of transport.
It is obvious that the optimum railway network development is the main focus of Kazakhstan transport policy. The majority of the projects work on the principles of public-private partnership. In particular, The Ministry of Transport and Communication consider the following projects to be the most prospective.
There is a project of building a new railway line Shar-Ust-Kamenogors station. The project fulfillment plan, offered by Kazakhstan Investment Fund JSC, was taken into consideration by Kazakhstan Republic Governmental Regulation "About the building of a new railway line Shar-Ust-Kamenogorsk station" on concessive base with infrastructural bonds issuing and attracting of pension funds. According to this plan, the state gives to the concessionaire a unit. The concessionaire builds the unit in the framework of the investment project, uses it during the period fixed in the Concession Contract, and following the expiration of the explotation period passes the unit under the state control.
The work is under way on technological and economic research and feasibility studies for building a new railway line Saksaulskaya-Belneu. The necessity for this line is determined by a number of factors. Firstly, during the last years the Aktau sea port in the Caspian Sea has played a major role in extending the foreign trade and economic relations of the Republic of Kazakhstan. In view of the current railway system configuration, the connection of the port with some regions of Kazakhstan (except the western regions) is getting more difficult because of the cargoes overrun, which consequently restricts the optimum possible use of the port. For the northern regions the matters are improved by constructing a new railway line Hromtau-Altynsarin, while the optimal decision for other sectors is to build a new railroad Saksualskaya-Bejneu. Secondly, with the development of oil-producing industry in the Western region and the increase of oil transportation volumes, the carrying capacity of Kandyagash-Makat-Bejneu sector is almost exhausted, which leads to the necessity of strengthening of the sectors by constructing additional railways.
As a result of this, the construction of a new railway line Saksualskaya-Bejneu, 540 km in length, is a necessary step, which will let the Republic solve some economic, state and social problems. This project fulfillment will shorten the railway route between Asian countries and the western regions by 600 km on average, which will help to decrease the transport share in the final product price. At the same time, re-routing of the cargo flows, going from the south of the Republic to Aktau port through the new line Saksualskaya-Bejneu will allow to decrease Kandyagash-Makat-Bejneu railway sectors density. This will not demand additional investments into the strengthening of these sectors.
The estimated cost of Saksualskaya-Bejneu railway line construction is 135 bln tenge (EUR 811 mln). The Republic plans to cover the expenses on the construction from its own and borrowed funds.
The work on modernization of the operating railway infrastructure is underway concurrently. On December 20, 2004 the electrification of the main sector Ekibastuz-Pavlodar was successfully completed. This enabled railway men to handle the increasing transportation volumes on this overloaded railway line.Then the sectors Hromtau-Altynsarino and Makat-Kandagash will be provided with electric power in turns. Systematic work on modernization of safety systems and communication objects is underway, the process of fiber-optic track laying in Astana-Almaty sector has just started. What is more, the project of creating modern centers of transportation control is being prepared for implementation.
The work on further development of the international borderpass Dostyk-Alanshankou and the railway sector Aktogaj-Dostyk is in process. This helps to increase the borderpass carrying capacity. A special device package on Dostyk station was created. This package allows to handle about 11 mln tons of cargoes and containers per year, and by 2010 - nearly 20 mln tons.
The Project of the Future
The implementation of the project of Transkazakhstan railway track construction is without doubt the most important issue of these days. On July 4, 2005 a Memorandum about cooperation on investigation of the possibilities of Transkazakhstan railway track construction (with the track 1435 mm wide) was signed by the Ministry of Transport and Communication of Kazakhstan Republic and the Ministry of railways of the China People's Republic (CPR).
This project implementation will allow to perform transit cargoes transportation with their partial re-orientation from the sea route from the CPR ports to the transcontinental route. The price of containers delivery from the Asian- Pacific region countries to the EU countries and back will essentially go down. Since the beginning of Transkazakhstan railway exploitation it is planned to increase the cargo volume from 13 mln tons by 2010 to 36.7 mln tons by 2030. Thus, it will let the project participants construct a Eurasian transcontinental bridge through the Kazakhstan Republic.
According to the leadership of the Ministry of Transport and Communication of the Kazakhstan Republic, Transkazakhstan railway track will have the following advantages in comparison with transoceanic routes and the Trans-Siberian Railway:
1. the use of the European track standard on the whole route Dostyk- Turkmenistan border - 3070 km;
2. the possibility of new transit cargo flow attraction to the South-East Asia-Europe and the South-East Asia-the Middle East directions;
3. the perspective of including the European track into North-South transport corridor;
4. reduction of the number of haulage process participants;
5. shortening of the cargo delivery periods in the directions Europe-South-East Asia and back;
6. additional direct access to Europe from South-East Asia.
The calculations show that nowadays the cargoes transported along this route from the Eastern coast of the CPR reach Rotterdam in 15-18 days. This project was already approved by the transport administrations of the CPR, Turkey, Iran and Turkmenistan on condition that each country will finance the project in its territory on concession basis or by other methods, with the assistance of the state, as well as private investors. The investment of approximately USD 3.5 bln will be required. On the whole putting the Transkazakhstan railway into operation will allow to attract nearly 35 mln tons of transit and export.
It is planned to implement the project in three steps. The first stage implies the construction of the branches from the Dostyk station to Aktogaj (312 km in length, at the cost of USD 260 mln) and from the Saksaulskaya station near the Aral sea to Bejneu (540 km, USD 540 mln). It is planned to start the Dostyk-Aktogaj line construcrion in 2005. This will allow to transship the cargoes in Aktogaj, not in Dostyk. At the second stage the three lines will be laid. The first one (524 km in length, at the cost of USD 400 mln) will connect the Aktogaj station and Mointy, the second (520 km, USD 520 mln) will connect the Saksaulskaya station and Zhezkazgan city, the third (583 km, USD 439 mln) will form the line Bejneu-Aktau-Uzen. The third stage will ensure that Zhezkazgan is connected with Mointy through the Kyzyl-Zhar station by the line 464 km in length, at the cost of USD 310 mln. From Uzen the route (140 km, USD140 mln) will go to the Iranian city Gorgan through the Turkmenian station Kazanchik.
What is more, during the negotiations the participants signed the consistent declaration about strategic partnership, a mutually beneficial collaboration agreement between KEGOC JSC and the Chinese electric network corporation State GRID Corporation of China, a loan agreement between Kaznurtel JSC and the Development bank of the CPR. The agreement of cooperation in geology sphere and the use of natural resources were also signed by Kasakhstan and the CPR.
By common efforts
In the meantime, the development of oil and product transportation between Kazakhstan and China is one of the most prospective issues in the framework of the two countries' collaboration. In particular, the matter concerns the joint investigation of investment substantiation into gas pipeline Kazakhstan-China construction, and also the development of Atasu-Alashankou oil pipeline (988 km in length), which stretches from the platform at Atasu station (Karaganda region) to the Chinese border near the railway terminal Druzhba-Alashankou. The construction cost is estimated at USD 700 mln.
At the same time, Kazakhstan Temir Zholy is actively promoting its services regarding oil and product transportation. By their estimation, the volume of oil and products transportation by rail transport increased by 4% in the last year and came to 23.2 mln tons, including 13.2 mln tons for export, 6.9 mln tons for domestic traffic, 2.1 mln tons and 1.03 mln tons in import and transit correspondingly. This year the forecast export volume by all modes of transport comes to 53 mln tons, the companies' share is 10.7 mln tons (18%).
With a view to increase the volumes of energy resources delivery, the company cooperates actively with the biggest oil producers of the Republic, such as Tengizshevroyl, AGIP, Petro Kazakhstan, Kazgermunaj, Aktobemunajgas and Kazmunajgas. These companies export more than 65% of crude oil nowadays.
The basic oil export routes are as follows: through the Aktau port in the direction of Caucasian countries' ports and Iranian ports through the bordering check-post Dostyk to the CPR; through the borderpass Aksarajskaya in the direction of the Black sea ports and land frontiers of the EU countries; through the borderpass Syryagash in the direction of Georgia and through Ozinki to Ukraine. Oil and product transit through Kazakhstan territories are performed mostly by Russian companies along the routes Petropavlovsk-Syryagach, Petropavlovsk-Dostyk and Petropavlovs- Lugovaya, and by Chinese companies along the route Dostyk-Lokot.
It is said by Kazakhstan Temir Zholy that according to the forecast the crude oil extraction volumes in Kazakhstan Republic will increase by 2010 to 100 mln tons per year. But for all that the annual carrying capacity of the export pipelines in the Republic is limeted to 67 mln tons. As a result of this it is expected to cover the pipelines shortfall at the expense of rail transport. There are quite enough rolling-stock in the Republic. In accordance with Kazakhstan Temir Zholy in 2003 there were 4398 of their own tanks, in 2004 this number increased to 9378. The oil loading into the company's carriages increased from 45.2% in 2003 to 66.3 in 2004.
Transit Empire
It is worth mentioning that the Kazakhstan Republic claims to be a very attractive transit corridor. According to the Ministry of Transport and Communication, the transit growth came to 17.1% in 2004. This year the tendency is keeping on.
The importance of transit delivery sphere development is determined by the high potential of currency inflow to the country. In accordance with the experts' estimation, the possible profit made by transit traffic through the Kazakhstan territory come to USD 2 bln per year. During the five month of the year 2005 the volume of the rail transit through the territories of Kazakhstan, without taking into consideration domestic traffic, came to 3522 thousand tons. Comparing to the same period of the last year, it has increased by 13%.
The fact that Kazakhstan transport corridors go through the regions rich in minerals and perspective in developing is highly important. Kazakhstan transit development, transport corridors forming and modernization of communications will influence the increase in producing and employment in the regions. This will help to solve some social problems. Thus, transit enables to develop not only the transport system, its adjacent branches and services, but the Republic economy as well.
The route of the transport corridor North-South is used in cargo haulage from Russia to Iran through the ports of the Caspian Sea. Substantial volumes of cargo traffic from Russia are performed through the Russian sea ports Astrahan and Makhachkala destined for Iran. Serious work on attracting additional transit cargo flows is underway in the Republic. For example, these days Uzbekistan exports huge volumes of cotton to the countries of the South-East Asia along the route Uzbekistan-Farap-Serakhs-Bandar-e'Abbas (Iran), omitting the Kazakhstan territories. The part of the Iranian railway line Bafk-Meshkhed on the route Meshkhed-Bandar-e'Abbas, set in operation in 2005, has shortened the way of the Uzbek cotton by 1000 km. According to Uzvneshtrans the volumes of cotton export through Farap-Serakhs in 2004 came to 328 thousand tons. With the aim of attracting additional volumes of cotton export from the Middle Asian countries to China Kazakhstan Temir Zholy JSC established the discount on cargo transportation by block trains along the sector Sary-Agach-Dostyk.
With the purpose of studying of the cargo flows, going along the alternative routes Europe-Asia, and taking appropriate measures to redirect the flows to the international corridors, crossing Kazakhstan territories, the competition on marketing research of the cargo flows of Turkmenistan, Tadzhikistan, Uzbekistan and the RF was held. Moreover, it is planned to hold the similar competition on marketing research of the cargo flows of the CPR.
Kazakhstan Temir Zholy JSC performs systematic actions on attracting transit cargo flows along the Kazakhstan Temir Zholy JSC network by following a flexible tariff policy, cooperating with certain railway administrations to attract transit flows, holding presentations, meetings and round-table negotiations with potential cargo consignors and cargo consignees.
The Republic believes that both Kazakhstan and the Russian Federation are interested in attraction of the export flows, which is being formed and developed now in the central and northwestern regions of the CPR, and the transit cargo flow, which is oriented towards a European consumer, to the RF through Dostyk along the Transasian railway; in other words - by the shortest overland railway route.
Right decisions takenin proper time
It was possible to reach such a high effectiveness level in railway transport activity due to carrying out some corresponding reforms. According to the heads of the Ministry of Transport and Communication of Kazakhstan Republic, railway transport restructuring is one of the most important tasks of these days. Solving this task will influence further dynamic development of the national economy, and railway branch adaptation to market reforms.
Railway branch reforming is being comleted now. During 2004 the companies, specializing in engines, carriages and tracks maintenance, and some laundry companies were brought to the competitive sector. The money received will be invested into railway transport development, in accordance with the approved projects.
Bringing the companies mentioned to the market environment enabled them to take part in competitions on rendering maintenance services, competing with each other, which strongly influenced the final price and services quality. The maintenance companies are interested in the development of spare parts, equipment and railway materials domestic producing.
Improving of the legislative base for rail transport sphere are in underway.
As for the freight transport market itself, it is worth saying that all the possible conditions for the competitive environment development are created. In 2004 the Kazakhstan Republic Government initiated creating of the two private carries by selling the freight rail park for coal, alumina, pellet and ore transportation to the two biggest cargo consignors, which were using the mentioned fleet for many years. The park was sold to the companies under the condition that the whole cargo volume would be carried using their own rolling-stock and that the new rolling-stock will be purchased. Since July, 2006, with the new tariff scale setting, all the necessary conditions for these and other companies, which will enable them to act as independent private haulers, will be created. By this time you can find more than 150 companies, possessing their own rolling-stocks, with a turnover share of 30%.
With the advent of some subjects on the railway services market it became necessary to change the tariff policy and to work out a new mechanism, which will allow to define the services cost for every participant of the transportation process. As a result, new tariffs on cargo delivery by railway were set in 2004. Thus, the tariffs on cargo transportation by railway are composed by four components: the tariffs on the main-line railway services, engine traction, freight and commercial operations, and carriages and containers usage. The main-line railway services cost should be regulated by the state, while the rest three components refer potentially to the competitive sector, but now they are regulated by the state, as for the dominating subjects. These are the short-term tariffs, after which fundamentally tariffs on railway transport companies services will be set. The new tariffs will be based on economically founded expenses of the haulage process participants.
At this time the design procedure of the tariffs on main-line railway services, engine traction and hauler's services is being developed with the state structures being involved. After the tariff calculations being completed, the new tariff regulations will be developed and set. The current tariffs system differentiates domestic, import and export transportation, which contradicts to the General Agreement on trade and tariffs. In this connection the question of tariffs unification is being worked over. The unification is planned to be performed in several steps. A number of possible variants of deviation from the differentiation were offered.
Thus, after the Kazakhstan Republic's joining the World Trade Organization, it is planned to undertake obligations on stepwise abolishment of the tariff differentiation according to the communication types during the transition period.
Tatyana Tokareva
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[DETAIL_TEXT] => Stability in the functioning of rail transport is of great importance to the Republic of Sakha (Yakutia), a dynamically developing region of Russia. The republic requires more and more commodities. Besides, the rapid development of the region's extractive industries needs proper transport support. As for the passenger railway transportation launched in September 2004, it became an important event for the Republic. The Railways of Yakutia CEO, Vasily Shimokhin speaks of the projects the young and actively developing company has.
- Railways of Yakutia OJSC is one of the few examples of the public-private partnership in the Russian railway sector. Could you characterize the project as success?
- It is difficult to evaluate it now, since our company is just starting to operate within the planned capacity. Recalling the history of the company, Railways of Yakutia OJSC was launched in 1995 to complete the construction of the Berkakit-Tommot-Yakutsk line that had begun in 1985 and was interrupted many times due to the lack of financial resources. Often people worked out of sheer enthusiasm. In May 2004 the Government of the Russian Federation approved the Law "About urgent measures aimed at building the Berkakit-Tommot-Yakutia rail line", which gave a new impulse to the construction. The Law regulates the annual funding for the construction of the line. The volumes of cargo transported by rail in the Republic increase every year. Last year 57.8% of the total freight was transported by rail.
As a result of the co-operation in organization and technical measures taken together with the Dalnevostochnaya (Far-Eastern) Railway (an affiliate of OAO RZD) actively supported by the President of the Republic Vyacheslav Shtyrov, the railway line Berkakit-Tommot was put into temporary operation in August 2004. Now the carrying capacity of the line is seven pairs of trains daily, the load norm of a freight train is 1.7 thousand tons with the multiple traction of 3.5 thousand.
In September regular passenger transportation on the routes Tommot-Moscow, Tommot-Khabarovsk and Tommot-Neryungry-Passazhirskaya was launched. This event was one of the company's most significant achievements in 2004. The first six months results showed 36 million rubles of total losses from passenger transportation. It is a considerable sum for such a small company as Railways of Yakutia.
If we were a 100% state company, we would not think of where to find money to cover these expenses. But the company is a commercial structure, so we compensate most of our expenses by freight transportation. Taking into account the particular importance passenger rail transportation has in Yakutia, the Government of the Republic compensates us 30% of our expenses, but the company plans to give up the state budget support and work independently in the nearest future.
We are operating under the conditions of market competition with truck haulers and water transport. Over 20.8% of the cargo in the Republic is transported by trucks, and this volume may increase. 12.9% of the total freight is carried by river. Private capital has been playing a leading role in these transport modes markets for a long time. For our company, operating in the real market, the most important factor is revenue, but not just indexes. I believe, in two years it will be possible to give a balanced evaluation of the results of our company's activity. Firstly, the haul distance will grow - in the framework of the three-sided contract for construction and putting the Tommot-Kerdem launching complex into operation by 2010 - I hope, the Tommot-Amga sector will be built in 2005 already. This means we will have an opportunity to transport cargo 100 kilometers farther and obtain a part of the volumes currently carried by water transport and trucks. The target of the company set for 2005 and 2006 is to increase the transportation volume, operate without losses, and be profitable. The H1 results show we are moving in the right direction and there is demand for our services in the market.
- Which of the company's results could you evaluate as the most important?
- In six months, the throughput of the railway grew by 26% year-on-year. Taking into account this fact and a slight tariffs increase, the profit of the company grew by 37%. In December 2004, the Law of the President of the Republic Vyacheslav Shtyrov was published. It concerned the regulation of the rail transportation performed by those companies who ensure the delivery of vitally important commodities to the region in the framework of the so-called "Northern Delivery". Since that time, cargo volume delivered to Yakutsk has increased by 23% on our railway. Unfortunately, at the same time the coal undertakings reduced coal loading volume by 10% year-on-year.
37% profit growth is a significant factor for us, but still it is not enough for the company's development. That is why we do our best to attract new clients and cooperate with companies-operators. In fact, we would like to cooperate with several companies-operators: they could bring additional transportation volumes to our railway. For example, we successfully cooperate with Firma Transgarant JSC. Their rolling-stock explores our infrastructure. We have started a joint project - we transport coal for budget organizations. We also cooperate with the transport company Sherl, which is creating its own affiliate in Yakutsk. We are negotiating with such companies as Association AYM CJSC, AYM-Transservice JSC, and The Yakutian Transit.
Besides, we are actively developing the rail lines network joining our railway and accesses to industrial complexes. Currently there are 18 rail accesses on the railway. A large rail access is now being built near the Tommot station for 8 enterprises to use, which I hope, will become a stable practice in future. Last year our targets were mostly "technological", such as launching the passenger transportation and putting the line Neryungri-Gruzovaya-Tommot into operation. This year the nature of our targets has changed: it is economic, aiming at the stabilization of the company. But the most important priority is our staff: now we pay much attention to their training.
- What is done for that?
- 10-15% of staff are currently studying by correspondence at universities, they are getting their higher education in the rail sphere. About 200 people study at the Novosibirsk Academy and at the Khabarovsk Institute of the Railway Transport at the expense of the Republic and the Federal budget. So, every year, young specialists start working at the railway. Our company and the Government must provide them with accommodation. For example, next year, two four-flat houses will be founded to contribute to the solution of the problem. Unfortunately, the average salary is lower than that in OAO RZD, but following the results of Q1 and Q2 we gave bonus payments. This year the company celebrates its tenth anniversary: we have timed it to the Railman Day, developed a special programme, including a celebration to honour the veterans. This is all to say that we already can direct a part of our revenue to stimulate our employees.
- Do you believe such projects as Railways of Yakutia OJSC are promising for today's Russia?
- Naturally, while developing, we face problems, many of which are organizational, stemming from the imperfect legislative base. Unfortunately, nowadays there are no legislative norms regulating the way OAO RZD can co-operate with the railway lines not included into the state company. However, such norms are badly needed. In particular, we have been providing passenger transportation for nine months already, but we cannot sign a relevant contract with OAO RZD - there are constantly obstacles on our way. The same applies to the license to be granted by the Ministry of Transport: we have provided all the necessary documents, but there are no statements concerning the organization of passenger transportation by such companies as ours, and there is no state body in charge, so it is impossible to get it.
I am sure, such sectors of infrastructure, based on cooperation between state and private business, will appear and develop. The main condition for it is the need in cargo delivery. I believe the next promising project will be the development of the Elginskoye field with its rich coal resources and exceptional economic potential. Naturally, in the framework of the project, a full rail infrastructure will be built. It will be mobile, economically efficient and fundamental (regarding the capital investment). The infrastructure will allow to transport over 10 million tons of cargo.
In case the legislative base improves, such projects, I believe, will be successful. Operating in the competitive market you have to look for better ways to use resources efficiently. For example, following all the safety requirements under the conditions of temporary exploitation, 900 people operate on the 400 kilometers of the railway, approximately 2 people per kilometer (in comparison with 14 people per kilometer as employed by OAO RZD). Even when we start the constant exploitation and build depot, we will double the staff - not more. We have learnt the shift method: together with the Khabarovsk plant Stroycontainer we have developed special shift module siding. Comfortable and compact container-type accommodation for the people on duty enabled us to reduce expenses on heating and electricity. I will add that Railways of Yakutia OJSC have reduced their expenses on combustive-lubricating materials for the last one year and a half. This was achieved as a result of measures taken to improve safety, reduce the norms of free-running and long idling when warming-up. The wagon turnover reduction in the network of the company enabled us to decrease the wagon usage fee in 2004.
So, we are doing our best to minimize the operational expenses.
I would like to highlight that our company has already attracted the attention of foreign investors. For example, now the company is negotiating with General Electric in the framework of its locomotives modernization programme. Our company representatives have recently visited Kazakhstan. They familiarized themselves with the experience of Kazakhstan Temir Zholi (the Kazakhstan railway) in re-equipment of the national diesel-locomotives into the power-plants produced by Americans. General Electric has the relevant experience: they did the same work for Mongolia and Estonia. Cooperation with the global giant could be really prospective. Our company will benefit indisputably: we cannot afford new diesel locomotives, we have to re-equip the old ones. We plan to sign the contract for 5-6 years. General Electric is ready to invest into the depot construction. I believe similar ways of cooperation will emerge in other spheres of our activity. Railways of Yakutia OJSC is a new, growing and developing structure with serious ambitions and plans for the future.
[~DETAIL_TEXT] => Stability in the functioning of rail transport is of great importance to the Republic of Sakha (Yakutia), a dynamically developing region of Russia. The republic requires more and more commodities. Besides, the rapid development of the region's extractive industries needs proper transport support. As for the passenger railway transportation launched in September 2004, it became an important event for the Republic. The Railways of Yakutia CEO, Vasily Shimokhin speaks of the projects the young and actively developing company has.
- Railways of Yakutia OJSC is one of the few examples of the public-private partnership in the Russian railway sector. Could you characterize the project as success?
- It is difficult to evaluate it now, since our company is just starting to operate within the planned capacity. Recalling the history of the company, Railways of Yakutia OJSC was launched in 1995 to complete the construction of the Berkakit-Tommot-Yakutsk line that had begun in 1985 and was interrupted many times due to the lack of financial resources. Often people worked out of sheer enthusiasm. In May 2004 the Government of the Russian Federation approved the Law "About urgent measures aimed at building the Berkakit-Tommot-Yakutia rail line", which gave a new impulse to the construction. The Law regulates the annual funding for the construction of the line. The volumes of cargo transported by rail in the Republic increase every year. Last year 57.8% of the total freight was transported by rail.
As a result of the co-operation in organization and technical measures taken together with the Dalnevostochnaya (Far-Eastern) Railway (an affiliate of OAO RZD) actively supported by the President of the Republic Vyacheslav Shtyrov, the railway line Berkakit-Tommot was put into temporary operation in August 2004. Now the carrying capacity of the line is seven pairs of trains daily, the load norm of a freight train is 1.7 thousand tons with the multiple traction of 3.5 thousand.
In September regular passenger transportation on the routes Tommot-Moscow, Tommot-Khabarovsk and Tommot-Neryungry-Passazhirskaya was launched. This event was one of the company's most significant achievements in 2004. The first six months results showed 36 million rubles of total losses from passenger transportation. It is a considerable sum for such a small company as Railways of Yakutia.
If we were a 100% state company, we would not think of where to find money to cover these expenses. But the company is a commercial structure, so we compensate most of our expenses by freight transportation. Taking into account the particular importance passenger rail transportation has in Yakutia, the Government of the Republic compensates us 30% of our expenses, but the company plans to give up the state budget support and work independently in the nearest future.
We are operating under the conditions of market competition with truck haulers and water transport. Over 20.8% of the cargo in the Republic is transported by trucks, and this volume may increase. 12.9% of the total freight is carried by river. Private capital has been playing a leading role in these transport modes markets for a long time. For our company, operating in the real market, the most important factor is revenue, but not just indexes. I believe, in two years it will be possible to give a balanced evaluation of the results of our company's activity. Firstly, the haul distance will grow - in the framework of the three-sided contract for construction and putting the Tommot-Kerdem launching complex into operation by 2010 - I hope, the Tommot-Amga sector will be built in 2005 already. This means we will have an opportunity to transport cargo 100 kilometers farther and obtain a part of the volumes currently carried by water transport and trucks. The target of the company set for 2005 and 2006 is to increase the transportation volume, operate without losses, and be profitable. The H1 results show we are moving in the right direction and there is demand for our services in the market.
- Which of the company's results could you evaluate as the most important?
- In six months, the throughput of the railway grew by 26% year-on-year. Taking into account this fact and a slight tariffs increase, the profit of the company grew by 37%. In December 2004, the Law of the President of the Republic Vyacheslav Shtyrov was published. It concerned the regulation of the rail transportation performed by those companies who ensure the delivery of vitally important commodities to the region in the framework of the so-called "Northern Delivery". Since that time, cargo volume delivered to Yakutsk has increased by 23% on our railway. Unfortunately, at the same time the coal undertakings reduced coal loading volume by 10% year-on-year.
37% profit growth is a significant factor for us, but still it is not enough for the company's development. That is why we do our best to attract new clients and cooperate with companies-operators. In fact, we would like to cooperate with several companies-operators: they could bring additional transportation volumes to our railway. For example, we successfully cooperate with Firma Transgarant JSC. Their rolling-stock explores our infrastructure. We have started a joint project - we transport coal for budget organizations. We also cooperate with the transport company Sherl, which is creating its own affiliate in Yakutsk. We are negotiating with such companies as Association AYM CJSC, AYM-Transservice JSC, and The Yakutian Transit.
Besides, we are actively developing the rail lines network joining our railway and accesses to industrial complexes. Currently there are 18 rail accesses on the railway. A large rail access is now being built near the Tommot station for 8 enterprises to use, which I hope, will become a stable practice in future. Last year our targets were mostly "technological", such as launching the passenger transportation and putting the line Neryungri-Gruzovaya-Tommot into operation. This year the nature of our targets has changed: it is economic, aiming at the stabilization of the company. But the most important priority is our staff: now we pay much attention to their training.
- What is done for that?
- 10-15% of staff are currently studying by correspondence at universities, they are getting their higher education in the rail sphere. About 200 people study at the Novosibirsk Academy and at the Khabarovsk Institute of the Railway Transport at the expense of the Republic and the Federal budget. So, every year, young specialists start working at the railway. Our company and the Government must provide them with accommodation. For example, next year, two four-flat houses will be founded to contribute to the solution of the problem. Unfortunately, the average salary is lower than that in OAO RZD, but following the results of Q1 and Q2 we gave bonus payments. This year the company celebrates its tenth anniversary: we have timed it to the Railman Day, developed a special programme, including a celebration to honour the veterans. This is all to say that we already can direct a part of our revenue to stimulate our employees.
- Do you believe such projects as Railways of Yakutia OJSC are promising for today's Russia?
- Naturally, while developing, we face problems, many of which are organizational, stemming from the imperfect legislative base. Unfortunately, nowadays there are no legislative norms regulating the way OAO RZD can co-operate with the railway lines not included into the state company. However, such norms are badly needed. In particular, we have been providing passenger transportation for nine months already, but we cannot sign a relevant contract with OAO RZD - there are constantly obstacles on our way. The same applies to the license to be granted by the Ministry of Transport: we have provided all the necessary documents, but there are no statements concerning the organization of passenger transportation by such companies as ours, and there is no state body in charge, so it is impossible to get it.
I am sure, such sectors of infrastructure, based on cooperation between state and private business, will appear and develop. The main condition for it is the need in cargo delivery. I believe the next promising project will be the development of the Elginskoye field with its rich coal resources and exceptional economic potential. Naturally, in the framework of the project, a full rail infrastructure will be built. It will be mobile, economically efficient and fundamental (regarding the capital investment). The infrastructure will allow to transport over 10 million tons of cargo.
In case the legislative base improves, such projects, I believe, will be successful. Operating in the competitive market you have to look for better ways to use resources efficiently. For example, following all the safety requirements under the conditions of temporary exploitation, 900 people operate on the 400 kilometers of the railway, approximately 2 people per kilometer (in comparison with 14 people per kilometer as employed by OAO RZD). Even when we start the constant exploitation and build depot, we will double the staff - not more. We have learnt the shift method: together with the Khabarovsk plant Stroycontainer we have developed special shift module siding. Comfortable and compact container-type accommodation for the people on duty enabled us to reduce expenses on heating and electricity. I will add that Railways of Yakutia OJSC have reduced their expenses on combustive-lubricating materials for the last one year and a half. This was achieved as a result of measures taken to improve safety, reduce the norms of free-running and long idling when warming-up. The wagon turnover reduction in the network of the company enabled us to decrease the wagon usage fee in 2004.
So, we are doing our best to minimize the operational expenses.
I would like to highlight that our company has already attracted the attention of foreign investors. For example, now the company is negotiating with General Electric in the framework of its locomotives modernization programme. Our company representatives have recently visited Kazakhstan. They familiarized themselves with the experience of Kazakhstan Temir Zholi (the Kazakhstan railway) in re-equipment of the national diesel-locomotives into the power-plants produced by Americans. General Electric has the relevant experience: they did the same work for Mongolia and Estonia. Cooperation with the global giant could be really prospective. Our company will benefit indisputably: we cannot afford new diesel locomotives, we have to re-equip the old ones. We plan to sign the contract for 5-6 years. General Electric is ready to invest into the depot construction. I believe similar ways of cooperation will emerge in other spheres of our activity. Railways of Yakutia OJSC is a new, growing and developing structure with serious ambitions and plans for the future.
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[DETAIL_TEXT] => Stability in the functioning of rail transport is of great importance to the Republic of Sakha (Yakutia), a dynamically developing region of Russia. The republic requires more and more commodities. Besides, the rapid development of the region's extractive industries needs proper transport support. As for the passenger railway transportation launched in September 2004, it became an important event for the Republic. The Railways of Yakutia CEO, Vasily Shimokhin speaks of the projects the young and actively developing company has.
- Railways of Yakutia OJSC is one of the few examples of the public-private partnership in the Russian railway sector. Could you characterize the project as success?
- It is difficult to evaluate it now, since our company is just starting to operate within the planned capacity. Recalling the history of the company, Railways of Yakutia OJSC was launched in 1995 to complete the construction of the Berkakit-Tommot-Yakutsk line that had begun in 1985 and was interrupted many times due to the lack of financial resources. Often people worked out of sheer enthusiasm. In May 2004 the Government of the Russian Federation approved the Law "About urgent measures aimed at building the Berkakit-Tommot-Yakutia rail line", which gave a new impulse to the construction. The Law regulates the annual funding for the construction of the line. The volumes of cargo transported by rail in the Republic increase every year. Last year 57.8% of the total freight was transported by rail.
As a result of the co-operation in organization and technical measures taken together with the Dalnevostochnaya (Far-Eastern) Railway (an affiliate of OAO RZD) actively supported by the President of the Republic Vyacheslav Shtyrov, the railway line Berkakit-Tommot was put into temporary operation in August 2004. Now the carrying capacity of the line is seven pairs of trains daily, the load norm of a freight train is 1.7 thousand tons with the multiple traction of 3.5 thousand.
In September regular passenger transportation on the routes Tommot-Moscow, Tommot-Khabarovsk and Tommot-Neryungry-Passazhirskaya was launched. This event was one of the company's most significant achievements in 2004. The first six months results showed 36 million rubles of total losses from passenger transportation. It is a considerable sum for such a small company as Railways of Yakutia.
If we were a 100% state company, we would not think of where to find money to cover these expenses. But the company is a commercial structure, so we compensate most of our expenses by freight transportation. Taking into account the particular importance passenger rail transportation has in Yakutia, the Government of the Republic compensates us 30% of our expenses, but the company plans to give up the state budget support and work independently in the nearest future.
We are operating under the conditions of market competition with truck haulers and water transport. Over 20.8% of the cargo in the Republic is transported by trucks, and this volume may increase. 12.9% of the total freight is carried by river. Private capital has been playing a leading role in these transport modes markets for a long time. For our company, operating in the real market, the most important factor is revenue, but not just indexes. I believe, in two years it will be possible to give a balanced evaluation of the results of our company's activity. Firstly, the haul distance will grow - in the framework of the three-sided contract for construction and putting the Tommot-Kerdem launching complex into operation by 2010 - I hope, the Tommot-Amga sector will be built in 2005 already. This means we will have an opportunity to transport cargo 100 kilometers farther and obtain a part of the volumes currently carried by water transport and trucks. The target of the company set for 2005 and 2006 is to increase the transportation volume, operate without losses, and be profitable. The H1 results show we are moving in the right direction and there is demand for our services in the market.
- Which of the company's results could you evaluate as the most important?
- In six months, the throughput of the railway grew by 26% year-on-year. Taking into account this fact and a slight tariffs increase, the profit of the company grew by 37%. In December 2004, the Law of the President of the Republic Vyacheslav Shtyrov was published. It concerned the regulation of the rail transportation performed by those companies who ensure the delivery of vitally important commodities to the region in the framework of the so-called "Northern Delivery". Since that time, cargo volume delivered to Yakutsk has increased by 23% on our railway. Unfortunately, at the same time the coal undertakings reduced coal loading volume by 10% year-on-year.
37% profit growth is a significant factor for us, but still it is not enough for the company's development. That is why we do our best to attract new clients and cooperate with companies-operators. In fact, we would like to cooperate with several companies-operators: they could bring additional transportation volumes to our railway. For example, we successfully cooperate with Firma Transgarant JSC. Their rolling-stock explores our infrastructure. We have started a joint project - we transport coal for budget organizations. We also cooperate with the transport company Sherl, which is creating its own affiliate in Yakutsk. We are negotiating with such companies as Association AYM CJSC, AYM-Transservice JSC, and The Yakutian Transit.
Besides, we are actively developing the rail lines network joining our railway and accesses to industrial complexes. Currently there are 18 rail accesses on the railway. A large rail access is now being built near the Tommot station for 8 enterprises to use, which I hope, will become a stable practice in future. Last year our targets were mostly "technological", such as launching the passenger transportation and putting the line Neryungri-Gruzovaya-Tommot into operation. This year the nature of our targets has changed: it is economic, aiming at the stabilization of the company. But the most important priority is our staff: now we pay much attention to their training.
- What is done for that?
- 10-15% of staff are currently studying by correspondence at universities, they are getting their higher education in the rail sphere. About 200 people study at the Novosibirsk Academy and at the Khabarovsk Institute of the Railway Transport at the expense of the Republic and the Federal budget. So, every year, young specialists start working at the railway. Our company and the Government must provide them with accommodation. For example, next year, two four-flat houses will be founded to contribute to the solution of the problem. Unfortunately, the average salary is lower than that in OAO RZD, but following the results of Q1 and Q2 we gave bonus payments. This year the company celebrates its tenth anniversary: we have timed it to the Railman Day, developed a special programme, including a celebration to honour the veterans. This is all to say that we already can direct a part of our revenue to stimulate our employees.
- Do you believe such projects as Railways of Yakutia OJSC are promising for today's Russia?
- Naturally, while developing, we face problems, many of which are organizational, stemming from the imperfect legislative base. Unfortunately, nowadays there are no legislative norms regulating the way OAO RZD can co-operate with the railway lines not included into the state company. However, such norms are badly needed. In particular, we have been providing passenger transportation for nine months already, but we cannot sign a relevant contract with OAO RZD - there are constantly obstacles on our way. The same applies to the license to be granted by the Ministry of Transport: we have provided all the necessary documents, but there are no statements concerning the organization of passenger transportation by such companies as ours, and there is no state body in charge, so it is impossible to get it.
I am sure, such sectors of infrastructure, based on cooperation between state and private business, will appear and develop. The main condition for it is the need in cargo delivery. I believe the next promising project will be the development of the Elginskoye field with its rich coal resources and exceptional economic potential. Naturally, in the framework of the project, a full rail infrastructure will be built. It will be mobile, economically efficient and fundamental (regarding the capital investment). The infrastructure will allow to transport over 10 million tons of cargo.
In case the legislative base improves, such projects, I believe, will be successful. Operating in the competitive market you have to look for better ways to use resources efficiently. For example, following all the safety requirements under the conditions of temporary exploitation, 900 people operate on the 400 kilometers of the railway, approximately 2 people per kilometer (in comparison with 14 people per kilometer as employed by OAO RZD). Even when we start the constant exploitation and build depot, we will double the staff - not more. We have learnt the shift method: together with the Khabarovsk plant Stroycontainer we have developed special shift module siding. Comfortable and compact container-type accommodation for the people on duty enabled us to reduce expenses on heating and electricity. I will add that Railways of Yakutia OJSC have reduced their expenses on combustive-lubricating materials for the last one year and a half. This was achieved as a result of measures taken to improve safety, reduce the norms of free-running and long idling when warming-up. The wagon turnover reduction in the network of the company enabled us to decrease the wagon usage fee in 2004.
So, we are doing our best to minimize the operational expenses.
I would like to highlight that our company has already attracted the attention of foreign investors. For example, now the company is negotiating with General Electric in the framework of its locomotives modernization programme. Our company representatives have recently visited Kazakhstan. They familiarized themselves with the experience of Kazakhstan Temir Zholi (the Kazakhstan railway) in re-equipment of the national diesel-locomotives into the power-plants produced by Americans. General Electric has the relevant experience: they did the same work for Mongolia and Estonia. Cooperation with the global giant could be really prospective. Our company will benefit indisputably: we cannot afford new diesel locomotives, we have to re-equip the old ones. We plan to sign the contract for 5-6 years. General Electric is ready to invest into the depot construction. I believe similar ways of cooperation will emerge in other spheres of our activity. Railways of Yakutia OJSC is a new, growing and developing structure with serious ambitions and plans for the future.
[~DETAIL_TEXT] => Stability in the functioning of rail transport is of great importance to the Republic of Sakha (Yakutia), a dynamically developing region of Russia. The republic requires more and more commodities. Besides, the rapid development of the region's extractive industries needs proper transport support. As for the passenger railway transportation launched in September 2004, it became an important event for the Republic. The Railways of Yakutia CEO, Vasily Shimokhin speaks of the projects the young and actively developing company has.
- Railways of Yakutia OJSC is one of the few examples of the public-private partnership in the Russian railway sector. Could you characterize the project as success?
- It is difficult to evaluate it now, since our company is just starting to operate within the planned capacity. Recalling the history of the company, Railways of Yakutia OJSC was launched in 1995 to complete the construction of the Berkakit-Tommot-Yakutsk line that had begun in 1985 and was interrupted many times due to the lack of financial resources. Often people worked out of sheer enthusiasm. In May 2004 the Government of the Russian Federation approved the Law "About urgent measures aimed at building the Berkakit-Tommot-Yakutia rail line", which gave a new impulse to the construction. The Law regulates the annual funding for the construction of the line. The volumes of cargo transported by rail in the Republic increase every year. Last year 57.8% of the total freight was transported by rail.
As a result of the co-operation in organization and technical measures taken together with the Dalnevostochnaya (Far-Eastern) Railway (an affiliate of OAO RZD) actively supported by the President of the Republic Vyacheslav Shtyrov, the railway line Berkakit-Tommot was put into temporary operation in August 2004. Now the carrying capacity of the line is seven pairs of trains daily, the load norm of a freight train is 1.7 thousand tons with the multiple traction of 3.5 thousand.
In September regular passenger transportation on the routes Tommot-Moscow, Tommot-Khabarovsk and Tommot-Neryungry-Passazhirskaya was launched. This event was one of the company's most significant achievements in 2004. The first six months results showed 36 million rubles of total losses from passenger transportation. It is a considerable sum for such a small company as Railways of Yakutia.
If we were a 100% state company, we would not think of where to find money to cover these expenses. But the company is a commercial structure, so we compensate most of our expenses by freight transportation. Taking into account the particular importance passenger rail transportation has in Yakutia, the Government of the Republic compensates us 30% of our expenses, but the company plans to give up the state budget support and work independently in the nearest future.
We are operating under the conditions of market competition with truck haulers and water transport. Over 20.8% of the cargo in the Republic is transported by trucks, and this volume may increase. 12.9% of the total freight is carried by river. Private capital has been playing a leading role in these transport modes markets for a long time. For our company, operating in the real market, the most important factor is revenue, but not just indexes. I believe, in two years it will be possible to give a balanced evaluation of the results of our company's activity. Firstly, the haul distance will grow - in the framework of the three-sided contract for construction and putting the Tommot-Kerdem launching complex into operation by 2010 - I hope, the Tommot-Amga sector will be built in 2005 already. This means we will have an opportunity to transport cargo 100 kilometers farther and obtain a part of the volumes currently carried by water transport and trucks. The target of the company set for 2005 and 2006 is to increase the transportation volume, operate without losses, and be profitable. The H1 results show we are moving in the right direction and there is demand for our services in the market.
- Which of the company's results could you evaluate as the most important?
- In six months, the throughput of the railway grew by 26% year-on-year. Taking into account this fact and a slight tariffs increase, the profit of the company grew by 37%. In December 2004, the Law of the President of the Republic Vyacheslav Shtyrov was published. It concerned the regulation of the rail transportation performed by those companies who ensure the delivery of vitally important commodities to the region in the framework of the so-called "Northern Delivery". Since that time, cargo volume delivered to Yakutsk has increased by 23% on our railway. Unfortunately, at the same time the coal undertakings reduced coal loading volume by 10% year-on-year.
37% profit growth is a significant factor for us, but still it is not enough for the company's development. That is why we do our best to attract new clients and cooperate with companies-operators. In fact, we would like to cooperate with several companies-operators: they could bring additional transportation volumes to our railway. For example, we successfully cooperate with Firma Transgarant JSC. Their rolling-stock explores our infrastructure. We have started a joint project - we transport coal for budget organizations. We also cooperate with the transport company Sherl, which is creating its own affiliate in Yakutsk. We are negotiating with such companies as Association AYM CJSC, AYM-Transservice JSC, and The Yakutian Transit.
Besides, we are actively developing the rail lines network joining our railway and accesses to industrial complexes. Currently there are 18 rail accesses on the railway. A large rail access is now being built near the Tommot station for 8 enterprises to use, which I hope, will become a stable practice in future. Last year our targets were mostly "technological", such as launching the passenger transportation and putting the line Neryungri-Gruzovaya-Tommot into operation. This year the nature of our targets has changed: it is economic, aiming at the stabilization of the company. But the most important priority is our staff: now we pay much attention to their training.
- What is done for that?
- 10-15% of staff are currently studying by correspondence at universities, they are getting their higher education in the rail sphere. About 200 people study at the Novosibirsk Academy and at the Khabarovsk Institute of the Railway Transport at the expense of the Republic and the Federal budget. So, every year, young specialists start working at the railway. Our company and the Government must provide them with accommodation. For example, next year, two four-flat houses will be founded to contribute to the solution of the problem. Unfortunately, the average salary is lower than that in OAO RZD, but following the results of Q1 and Q2 we gave bonus payments. This year the company celebrates its tenth anniversary: we have timed it to the Railman Day, developed a special programme, including a celebration to honour the veterans. This is all to say that we already can direct a part of our revenue to stimulate our employees.
- Do you believe such projects as Railways of Yakutia OJSC are promising for today's Russia?
- Naturally, while developing, we face problems, many of which are organizational, stemming from the imperfect legislative base. Unfortunately, nowadays there are no legislative norms regulating the way OAO RZD can co-operate with the railway lines not included into the state company. However, such norms are badly needed. In particular, we have been providing passenger transportation for nine months already, but we cannot sign a relevant contract with OAO RZD - there are constantly obstacles on our way. The same applies to the license to be granted by the Ministry of Transport: we have provided all the necessary documents, but there are no statements concerning the organization of passenger transportation by such companies as ours, and there is no state body in charge, so it is impossible to get it.
I am sure, such sectors of infrastructure, based on cooperation between state and private business, will appear and develop. The main condition for it is the need in cargo delivery. I believe the next promising project will be the development of the Elginskoye field with its rich coal resources and exceptional economic potential. Naturally, in the framework of the project, a full rail infrastructure will be built. It will be mobile, economically efficient and fundamental (regarding the capital investment). The infrastructure will allow to transport over 10 million tons of cargo.
In case the legislative base improves, such projects, I believe, will be successful. Operating in the competitive market you have to look for better ways to use resources efficiently. For example, following all the safety requirements under the conditions of temporary exploitation, 900 people operate on the 400 kilometers of the railway, approximately 2 people per kilometer (in comparison with 14 people per kilometer as employed by OAO RZD). Even when we start the constant exploitation and build depot, we will double the staff - not more. We have learnt the shift method: together with the Khabarovsk plant Stroycontainer we have developed special shift module siding. Comfortable and compact container-type accommodation for the people on duty enabled us to reduce expenses on heating and electricity. I will add that Railways of Yakutia OJSC have reduced their expenses on combustive-lubricating materials for the last one year and a half. This was achieved as a result of measures taken to improve safety, reduce the norms of free-running and long idling when warming-up. The wagon turnover reduction in the network of the company enabled us to decrease the wagon usage fee in 2004.
So, we are doing our best to minimize the operational expenses.
I would like to highlight that our company has already attracted the attention of foreign investors. For example, now the company is negotiating with General Electric in the framework of its locomotives modernization programme. Our company representatives have recently visited Kazakhstan. They familiarized themselves with the experience of Kazakhstan Temir Zholi (the Kazakhstan railway) in re-equipment of the national diesel-locomotives into the power-plants produced by Americans. General Electric has the relevant experience: they did the same work for Mongolia and Estonia. Cooperation with the global giant could be really prospective. Our company will benefit indisputably: we cannot afford new diesel locomotives, we have to re-equip the old ones. We plan to sign the contract for 5-6 years. General Electric is ready to invest into the depot construction. I believe similar ways of cooperation will emerge in other spheres of our activity. Railways of Yakutia OJSC is a new, growing and developing structure with serious ambitions and plans for the future.
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[DETAIL_TEXT] => As any investments are bound to be risky, private investors putting their capital into port capacities development ought to be very careful. Before choosing an investment scheme and signing a contract, investors should take measures to guarantee their investment payback and clarify the way the vested capital defines their proprietary rights of the investment medium. Besides, all the tax and currency risks should be taken into account.
Every investor must know,or It goes without saying
As far as legal policy goes, investment projects are regulated by the norms of the Russian Federation Civil Code, the State Bill "On capital investments in the Russian Federation" ь39 (February, 25, 1999, amended August, 22, 2004), the USSR Bill "On investment activities" ь1488-1 (June, 26, 1991, amended January, 10, 2003) in the part which does not contradict the above mentioned Bill and by the Bill ь160 "On foreign investments in the RF" (July, 9, 1999).
Port capacities investment can be carried out through a number of transactions that regulate the very procedure of investing the capital, the investment medium management, as well as acquiring the propriety rights of it, or immediate use of the investment medium in order to return the money invested and profit from the investment medium.
The RF Federal Statute does not offer an investment contract concept so far. That is the reason why in practice investment agreements can include contracts of various types, such as partnership contracts, contractors' agreements or mixed type contracts. To understand the problems a private investor might face participating in seaport infrastructure investments, we should consider the most obvious legal risks.
Investment payback is a must
First group risks facing the investor are those connected with the guarantees of the vested capital reimbursement. To illustrate this, two schemes involving the investor into the management can be considered.
The first one enables the investor to carry out the executive board functions for the company under a special agreement. In this case the investor gains immediate management control, i.e. the investor can act as the General Director of the company. These credentials can be delegated to the investor by the stockholders' meeting decision on the grounds of a relevant proposal submitted by the Board of Directors.
The disadvantage of this scheme is that the stockholders' meeting can suspend this managing power at any moment in accordance with the State Bill ь 4-69 "On joint-stock companies". To prevent such development, one should combine this investment scheme with the purchase of 51% company shares. Having bought this quantity of shares, the investor can ultimately avoid the invalidation of his managing power on the grounds of owning the majority votes at the stockholders' meeting. Moreover, it is desirable that the decision to consider such a proposal at the stockholders' meeting should be accepted by the majority of votes in the Board of Directors.
The second scheme allowing the investor to participate in the company management is the asset management of the company shares. Having signed such an investment contract, the investor gains the right to vote at the stockholders' meeting, which enables him to elect the company's General Director (in case over 50% of shares is in the investor's asset management and such an opportunity is provided by the contract).
The drawback of this second scheme for the investor is that such an investment contract can be dissolved unilaterally by the company's founder, and the validity period of the contract cannot exceed 5 years (according to the Asset ь1016 of the RF Federal Statute). These circumstances reduce the guarantees of the vested capital return and decrease the profit acquisition compared to the previous scheme.
It should be taken into account that the Federal Statute Asset ь 5 "On securities market" states that there is no need for a license to manage securities, provided that the asset management involves only the exercise of rights over securities. In case any other activities are to be carried out with the securities in the asset management, one is to obtain a license of a securities market participant.
Invest money, get a share
The vested capital is most commonly used for building or reconstruction projects. And, if the investment agreement does not contain a detailed description of the investment consequences in terms of proprietary rights, it is likely the contracting parties might have disputes and even court examinations. In case the agreement defines the parties' proprietary rights, but its covenants conflict with the Bill, some disputes over proprietary rights may arise as well.
It must be noted that some port units may not become the investor's private property due to their specific importance, irrespective of whether it is stipulated in the investment agreement or not. However, the latter can have a different view of the situation, which leads to further court examinations.
There has been a case when an investment agreement was made, with the investor having stipulated his proprietary rights of the sea-bed deepening works. First of all, there is no such a thing as proprietary rights on activities. Moreover, such activities do not cause any change of status for the sea-bed itself that can be a federally owned water object. The same applies to an access duct.
If the vested capital belongs to the State, the Budget Code regulations are to be taken into account, in addition to the Civil Code. The situation can be complicated by the ambiguity of some Budget Code assets (which was a persistent issue before the RF Budget Code was approved).
For example, our company participated in resolving the disputes between the sea commercial port Administration and the State's representatives over the State proprietary rights of the investment medium which had been reconstructed with the help of state funds investment that lasted for years.
Thus, guided by the Budget norms, the sea commercial port representatives considered the invested money given by the State gratis, not leading to the latter obtaining the proprietary rights, although since 1991 the RF Bill "On investment activities" ensures the acquisition shared ownership of the investment medium under construction.
The Bill "On investment activities in the Russian Soviet Federative Socialist Republic" (sub-section 3 asset 7) claims that ":in-process investment mediums are in shared ownership of the investment agents until the investor's acceptance and payment for the works and services performed. If the investor refuses to make further investments into the project, he has to offset costs to the other project participants, unless a different scheme is previewed by the investment agreement". Among the funding sources for investments, asset 8 of the Bill lists the following: assignments of the Russian Soviet Federative Socialist Republic budget, the USSR budget, local budgets and off-budget funds; borrowed financial assets of the investors (banking credits, budget credits, bonded debts and other funding sources).
Analyzing the situation we have arrived at the following conclusion. The RF Budget Code does not regulate proprietary rights. Moreover, the above-mentioned documents deal with non-repayable placement of state funds. However, the term "non-repayable" does not mean free, according to the Budget or any other code. If it is not pointed out that the funding sources are gratis, then non-repayable sums are regarded not as a budget credit to be repaid, but as an investment which guarantees the acquisition of proprietary rights by the existing legislation.
Therefore there was a good reason for the State representatives to claim the federal share of the investment medium ownership. Other statutory acts support these conclusions. The State Property Committee, the RF Ministry of Construction, the RF Ministry of Transport Decreeь 2507-p/18/BE-9 (October, 12, 1994) approved "Regulations of developing sea transport-technological handling complexes". To provide for the building of new transport-technological handling complexes, the Ministry of Transport is creating the General Board of the State Customers. According to the regulations, "while founding a new transport-technological handling complex that involves private capital (including foreign), the customer administers federal budget financial assets, state investment credit, the Merchant Navy Fund and other federal investments in accordance with the existing legislation, and: enters into an agreement with a joint-stock company (including the companies established for these purposes by the investors) that provides the foundation of the transport-technological handling complex. The contract fixes the project accomplishment date, financial obligations and rights of ownership arising as a result of the transport-technological handling complex foundation, in accordance with the existing legislation.
When drafting constituent acts that regulate cooperation between the State and the juridical and/or natural person who will run the transport-technological handling complexes, the customer must take into account the conditions for the construction of such transport-technological handling complexes which are to become subsequently the property of the Russian Federation, as well as the conditions of subsequent use of the above-mentioned constructions and objects that exclude any change of their federal property status".
In addition to that, the RF Ministry of Transport Decree ь 57 (June, 09, 1997) highlights the necessity of signing state contracts with those in charge of federal programs implementation. As a result of round-the-clock negotiations, the dispute between the Sea Commercial Port Administration and the State's representatives over the federal proprietary rights was settled in the State's favour and the court examination was avoided.
Risks can beof different types
Choosing and developing any investment scheme, it is essential to envisage every tax risk in advance - one should analyze which taxes are to be paid by each of the contracting parties, whether any tax benefits might be applicable, and, all things considered, one should choose the most suitable scheme of investment. Moreover, if any operation happens to be disputable in terms of taxation, it is better to decide, if the parties are prepared to deal with the tax rating authorities in court, which can result in the obligation to pay taxes and fines if losing the case.
Having clarified all potentially disputable details of the transaction beforehand, the partners can minimize the risk of confrontation with the investors, or any other organizations involved, if any of them tries to challenge in court the investment agreement, which does not contain the exact statement of what the investor is to gain, as non-repayable (as donation between profit-making organizations is prohibited).
As far as the currency risks are concerned, they are connected with the risks of breaking the regulations of currency transactions while carrying out the investment schemes and, consequently, with risks of administrative fines imposed in accordance with the RF Civil Violation Code. Such risks analysis is especially worth carrying out in the cases of foreign investors' participation.
It must be noted that until June, 18, 2004 the regulations of Russia's currency market were based on rather a strict allowing principle. The Federal Bill contained a limited list of legal currency transactions to be performed by residents and non-residents of the Russian Federation. Any other currency transactions, not mentioned in the Bill, were prohibited.
In order to perform such a currency transaction, one had to apply to the Central bank of the RF to obtain a personal permit (license). The procedure of getting the permit was time-consuming and often took several months. The company would go through the process of currency transaction licensing on the indispensable condition that they had no previous accounts of currency market regulations breach. However, even compliance with all these requirements did not guarantee the issue of a permit.
On June, 18, 2004 new assets of the federal Bill "On currency restrictions and permits" came into force (some of its assets are to come into force gradually by 2007). This statute adoption marked the liberalizing tendency of the Russia's domestic federal currency code. The practice of getting personal permits was abolished. The licenses that were obtained before will remain valid till their expiry date, but no more personal permits are given. In addition, the currency regulation principles have been significantly changed in the Bill.
At the moment certain restrictions to a number of currency operations still apply. However, there is no need for a permit issued by the RF Central Bank to carry them out. The following measures can be taken by the Government or the Bank to promote currency transaction restrictions. Firstly, they may demand such a currency transaction to be completed only through the bank accounts specially opened on this occasion.
Secondly, some currency transactions might be limited by the demand to have money provisions made in advance on special bank accounts before the transactions are carried out. The reservation amount sometimes comes up to the amount of the currency transaction. It goes without saying that in advance provisions are to be returned to their owner in any case. If the reservation amount is refunded, the interest will not be added. While the reservation amount of the currency transaction remains in the bank account, the state or the bank do not have the right to use it.
Violating the currency transaction restrictions still leads to either administrative penalties, such as fines, in accordance with the RF Administrative Statute, or criminal law responsibility.
Thus, when choosing and developing the investment scheme, the currency transaction restrictions are to be taken into account, and when operating the investment contracts just before a currency operation is to take place, one should find out whether it is prohibited, and whether the RF Government or the RF Central Bank have issued any restrictions on the activities preceding the transaction.
Investment scheme. Useful tips to makea choice
Every investor's ambition is to get the investment payback without fail, as well as to guarantee the profit and/or obtaining some proprietary rights of the investment medium. Apart from the above-discussed factors influencing the choice of a suitable investment scheme, it is essential to take into account whether the investor is going to participate in the investment medium administration and, if so, what management strategy he prefers (for example, that of the administrative body of the company, or that of the investment medium asset administration), in order to get the investment paid back, in particular, and what ways he sees to make profit and return the investment.
It has to be considered whether the investor is planning to obtain proprietary rights, buy the company's shares or apply for a long preferential term lease of the investment medium (this applies, for instance, to objects that cannot go private by the law). Finally, it should be determined if any borrowed current assets will be used in the project, on what conditions and what category of lenders' assets they belong to. Without doubt, an investment scheme may include investment schemes of various types and involve more than one investor participating in a project.
The most sophisticated approach to making the investment scheme choice, in my opinion, requires a detailed analysis of the financial profit prospects, as well as of its juridical aspects (such as civil, privatization, tax aspects; budget aspects in the cases of federal participation in the investment project; foreign investment and currency transaction regulations in the cases of foreign investors' participation). As a rule, each investment scheme has its own advantages and disadvantages. Having analyzed all the above-mentioned factors and estimated the risks they can lead to, one can choose the most suitable investment scheme. I would like to note that these risks are relevant while investing both into sea commercial port and other transportation infrastructures.
Irma Nemshevich, "HLB Vneshaudit" consultant
[~DETAIL_TEXT] => As any investments are bound to be risky, private investors putting their capital into port capacities development ought to be very careful. Before choosing an investment scheme and signing a contract, investors should take measures to guarantee their investment payback and clarify the way the vested capital defines their proprietary rights of the investment medium. Besides, all the tax and currency risks should be taken into account.
Every investor must know,or It goes without saying
As far as legal policy goes, investment projects are regulated by the norms of the Russian Federation Civil Code, the State Bill "On capital investments in the Russian Federation" ь39 (February, 25, 1999, amended August, 22, 2004), the USSR Bill "On investment activities" ь1488-1 (June, 26, 1991, amended January, 10, 2003) in the part which does not contradict the above mentioned Bill and by the Bill ь160 "On foreign investments in the RF" (July, 9, 1999).
Port capacities investment can be carried out through a number of transactions that regulate the very procedure of investing the capital, the investment medium management, as well as acquiring the propriety rights of it, or immediate use of the investment medium in order to return the money invested and profit from the investment medium.
The RF Federal Statute does not offer an investment contract concept so far. That is the reason why in practice investment agreements can include contracts of various types, such as partnership contracts, contractors' agreements or mixed type contracts. To understand the problems a private investor might face participating in seaport infrastructure investments, we should consider the most obvious legal risks.
Investment payback is a must
First group risks facing the investor are those connected with the guarantees of the vested capital reimbursement. To illustrate this, two schemes involving the investor into the management can be considered.
The first one enables the investor to carry out the executive board functions for the company under a special agreement. In this case the investor gains immediate management control, i.e. the investor can act as the General Director of the company. These credentials can be delegated to the investor by the stockholders' meeting decision on the grounds of a relevant proposal submitted by the Board of Directors.
The disadvantage of this scheme is that the stockholders' meeting can suspend this managing power at any moment in accordance with the State Bill ь 4-69 "On joint-stock companies". To prevent such development, one should combine this investment scheme with the purchase of 51% company shares. Having bought this quantity of shares, the investor can ultimately avoid the invalidation of his managing power on the grounds of owning the majority votes at the stockholders' meeting. Moreover, it is desirable that the decision to consider such a proposal at the stockholders' meeting should be accepted by the majority of votes in the Board of Directors.
The second scheme allowing the investor to participate in the company management is the asset management of the company shares. Having signed such an investment contract, the investor gains the right to vote at the stockholders' meeting, which enables him to elect the company's General Director (in case over 50% of shares is in the investor's asset management and such an opportunity is provided by the contract).
The drawback of this second scheme for the investor is that such an investment contract can be dissolved unilaterally by the company's founder, and the validity period of the contract cannot exceed 5 years (according to the Asset ь1016 of the RF Federal Statute). These circumstances reduce the guarantees of the vested capital return and decrease the profit acquisition compared to the previous scheme.
It should be taken into account that the Federal Statute Asset ь 5 "On securities market" states that there is no need for a license to manage securities, provided that the asset management involves only the exercise of rights over securities. In case any other activities are to be carried out with the securities in the asset management, one is to obtain a license of a securities market participant.
Invest money, get a share
The vested capital is most commonly used for building or reconstruction projects. And, if the investment agreement does not contain a detailed description of the investment consequences in terms of proprietary rights, it is likely the contracting parties might have disputes and even court examinations. In case the agreement defines the parties' proprietary rights, but its covenants conflict with the Bill, some disputes over proprietary rights may arise as well.
It must be noted that some port units may not become the investor's private property due to their specific importance, irrespective of whether it is stipulated in the investment agreement or not. However, the latter can have a different view of the situation, which leads to further court examinations.
There has been a case when an investment agreement was made, with the investor having stipulated his proprietary rights of the sea-bed deepening works. First of all, there is no such a thing as proprietary rights on activities. Moreover, such activities do not cause any change of status for the sea-bed itself that can be a federally owned water object. The same applies to an access duct.
If the vested capital belongs to the State, the Budget Code regulations are to be taken into account, in addition to the Civil Code. The situation can be complicated by the ambiguity of some Budget Code assets (which was a persistent issue before the RF Budget Code was approved).
For example, our company participated in resolving the disputes between the sea commercial port Administration and the State's representatives over the State proprietary rights of the investment medium which had been reconstructed with the help of state funds investment that lasted for years.
Thus, guided by the Budget norms, the sea commercial port representatives considered the invested money given by the State gratis, not leading to the latter obtaining the proprietary rights, although since 1991 the RF Bill "On investment activities" ensures the acquisition shared ownership of the investment medium under construction.
The Bill "On investment activities in the Russian Soviet Federative Socialist Republic" (sub-section 3 asset 7) claims that ":in-process investment mediums are in shared ownership of the investment agents until the investor's acceptance and payment for the works and services performed. If the investor refuses to make further investments into the project, he has to offset costs to the other project participants, unless a different scheme is previewed by the investment agreement". Among the funding sources for investments, asset 8 of the Bill lists the following: assignments of the Russian Soviet Federative Socialist Republic budget, the USSR budget, local budgets and off-budget funds; borrowed financial assets of the investors (banking credits, budget credits, bonded debts and other funding sources).
Analyzing the situation we have arrived at the following conclusion. The RF Budget Code does not regulate proprietary rights. Moreover, the above-mentioned documents deal with non-repayable placement of state funds. However, the term "non-repayable" does not mean free, according to the Budget or any other code. If it is not pointed out that the funding sources are gratis, then non-repayable sums are regarded not as a budget credit to be repaid, but as an investment which guarantees the acquisition of proprietary rights by the existing legislation.
Therefore there was a good reason for the State representatives to claim the federal share of the investment medium ownership. Other statutory acts support these conclusions. The State Property Committee, the RF Ministry of Construction, the RF Ministry of Transport Decreeь 2507-p/18/BE-9 (October, 12, 1994) approved "Regulations of developing sea transport-technological handling complexes". To provide for the building of new transport-technological handling complexes, the Ministry of Transport is creating the General Board of the State Customers. According to the regulations, "while founding a new transport-technological handling complex that involves private capital (including foreign), the customer administers federal budget financial assets, state investment credit, the Merchant Navy Fund and other federal investments in accordance with the existing legislation, and: enters into an agreement with a joint-stock company (including the companies established for these purposes by the investors) that provides the foundation of the transport-technological handling complex. The contract fixes the project accomplishment date, financial obligations and rights of ownership arising as a result of the transport-technological handling complex foundation, in accordance with the existing legislation.
When drafting constituent acts that regulate cooperation between the State and the juridical and/or natural person who will run the transport-technological handling complexes, the customer must take into account the conditions for the construction of such transport-technological handling complexes which are to become subsequently the property of the Russian Federation, as well as the conditions of subsequent use of the above-mentioned constructions and objects that exclude any change of their federal property status".
In addition to that, the RF Ministry of Transport Decree ь 57 (June, 09, 1997) highlights the necessity of signing state contracts with those in charge of federal programs implementation. As a result of round-the-clock negotiations, the dispute between the Sea Commercial Port Administration and the State's representatives over the federal proprietary rights was settled in the State's favour and the court examination was avoided.
Risks can beof different types
Choosing and developing any investment scheme, it is essential to envisage every tax risk in advance - one should analyze which taxes are to be paid by each of the contracting parties, whether any tax benefits might be applicable, and, all things considered, one should choose the most suitable scheme of investment. Moreover, if any operation happens to be disputable in terms of taxation, it is better to decide, if the parties are prepared to deal with the tax rating authorities in court, which can result in the obligation to pay taxes and fines if losing the case.
Having clarified all potentially disputable details of the transaction beforehand, the partners can minimize the risk of confrontation with the investors, or any other organizations involved, if any of them tries to challenge in court the investment agreement, which does not contain the exact statement of what the investor is to gain, as non-repayable (as donation between profit-making organizations is prohibited).
As far as the currency risks are concerned, they are connected with the risks of breaking the regulations of currency transactions while carrying out the investment schemes and, consequently, with risks of administrative fines imposed in accordance with the RF Civil Violation Code. Such risks analysis is especially worth carrying out in the cases of foreign investors' participation.
It must be noted that until June, 18, 2004 the regulations of Russia's currency market were based on rather a strict allowing principle. The Federal Bill contained a limited list of legal currency transactions to be performed by residents and non-residents of the Russian Federation. Any other currency transactions, not mentioned in the Bill, were prohibited.
In order to perform such a currency transaction, one had to apply to the Central bank of the RF to obtain a personal permit (license). The procedure of getting the permit was time-consuming and often took several months. The company would go through the process of currency transaction licensing on the indispensable condition that they had no previous accounts of currency market regulations breach. However, even compliance with all these requirements did not guarantee the issue of a permit.
On June, 18, 2004 new assets of the federal Bill "On currency restrictions and permits" came into force (some of its assets are to come into force gradually by 2007). This statute adoption marked the liberalizing tendency of the Russia's domestic federal currency code. The practice of getting personal permits was abolished. The licenses that were obtained before will remain valid till their expiry date, but no more personal permits are given. In addition, the currency regulation principles have been significantly changed in the Bill.
At the moment certain restrictions to a number of currency operations still apply. However, there is no need for a permit issued by the RF Central Bank to carry them out. The following measures can be taken by the Government or the Bank to promote currency transaction restrictions. Firstly, they may demand such a currency transaction to be completed only through the bank accounts specially opened on this occasion.
Secondly, some currency transactions might be limited by the demand to have money provisions made in advance on special bank accounts before the transactions are carried out. The reservation amount sometimes comes up to the amount of the currency transaction. It goes without saying that in advance provisions are to be returned to their owner in any case. If the reservation amount is refunded, the interest will not be added. While the reservation amount of the currency transaction remains in the bank account, the state or the bank do not have the right to use it.
Violating the currency transaction restrictions still leads to either administrative penalties, such as fines, in accordance with the RF Administrative Statute, or criminal law responsibility.
Thus, when choosing and developing the investment scheme, the currency transaction restrictions are to be taken into account, and when operating the investment contracts just before a currency operation is to take place, one should find out whether it is prohibited, and whether the RF Government or the RF Central Bank have issued any restrictions on the activities preceding the transaction.
Investment scheme. Useful tips to makea choice
Every investor's ambition is to get the investment payback without fail, as well as to guarantee the profit and/or obtaining some proprietary rights of the investment medium. Apart from the above-discussed factors influencing the choice of a suitable investment scheme, it is essential to take into account whether the investor is going to participate in the investment medium administration and, if so, what management strategy he prefers (for example, that of the administrative body of the company, or that of the investment medium asset administration), in order to get the investment paid back, in particular, and what ways he sees to make profit and return the investment.
It has to be considered whether the investor is planning to obtain proprietary rights, buy the company's shares or apply for a long preferential term lease of the investment medium (this applies, for instance, to objects that cannot go private by the law). Finally, it should be determined if any borrowed current assets will be used in the project, on what conditions and what category of lenders' assets they belong to. Without doubt, an investment scheme may include investment schemes of various types and involve more than one investor participating in a project.
The most sophisticated approach to making the investment scheme choice, in my opinion, requires a detailed analysis of the financial profit prospects, as well as of its juridical aspects (such as civil, privatization, tax aspects; budget aspects in the cases of federal participation in the investment project; foreign investment and currency transaction regulations in the cases of foreign investors' participation). As a rule, each investment scheme has its own advantages and disadvantages. Having analyzed all the above-mentioned factors and estimated the risks they can lead to, one can choose the most suitable investment scheme. I would like to note that these risks are relevant while investing both into sea commercial port and other transportation infrastructures.
Irma Nemshevich, "HLB Vneshaudit" consultant
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[DETAIL_TEXT] => As any investments are bound to be risky, private investors putting their capital into port capacities development ought to be very careful. Before choosing an investment scheme and signing a contract, investors should take measures to guarantee their investment payback and clarify the way the vested capital defines their proprietary rights of the investment medium. Besides, all the tax and currency risks should be taken into account.
Every investor must know,or It goes without saying
As far as legal policy goes, investment projects are regulated by the norms of the Russian Federation Civil Code, the State Bill "On capital investments in the Russian Federation" ь39 (February, 25, 1999, amended August, 22, 2004), the USSR Bill "On investment activities" ь1488-1 (June, 26, 1991, amended January, 10, 2003) in the part which does not contradict the above mentioned Bill and by the Bill ь160 "On foreign investments in the RF" (July, 9, 1999).
Port capacities investment can be carried out through a number of transactions that regulate the very procedure of investing the capital, the investment medium management, as well as acquiring the propriety rights of it, or immediate use of the investment medium in order to return the money invested and profit from the investment medium.
The RF Federal Statute does not offer an investment contract concept so far. That is the reason why in practice investment agreements can include contracts of various types, such as partnership contracts, contractors' agreements or mixed type contracts. To understand the problems a private investor might face participating in seaport infrastructure investments, we should consider the most obvious legal risks.
Investment payback is a must
First group risks facing the investor are those connected with the guarantees of the vested capital reimbursement. To illustrate this, two schemes involving the investor into the management can be considered.
The first one enables the investor to carry out the executive board functions for the company under a special agreement. In this case the investor gains immediate management control, i.e. the investor can act as the General Director of the company. These credentials can be delegated to the investor by the stockholders' meeting decision on the grounds of a relevant proposal submitted by the Board of Directors.
The disadvantage of this scheme is that the stockholders' meeting can suspend this managing power at any moment in accordance with the State Bill ь 4-69 "On joint-stock companies". To prevent such development, one should combine this investment scheme with the purchase of 51% company shares. Having bought this quantity of shares, the investor can ultimately avoid the invalidation of his managing power on the grounds of owning the majority votes at the stockholders' meeting. Moreover, it is desirable that the decision to consider such a proposal at the stockholders' meeting should be accepted by the majority of votes in the Board of Directors.
The second scheme allowing the investor to participate in the company management is the asset management of the company shares. Having signed such an investment contract, the investor gains the right to vote at the stockholders' meeting, which enables him to elect the company's General Director (in case over 50% of shares is in the investor's asset management and such an opportunity is provided by the contract).
The drawback of this second scheme for the investor is that such an investment contract can be dissolved unilaterally by the company's founder, and the validity period of the contract cannot exceed 5 years (according to the Asset ь1016 of the RF Federal Statute). These circumstances reduce the guarantees of the vested capital return and decrease the profit acquisition compared to the previous scheme.
It should be taken into account that the Federal Statute Asset ь 5 "On securities market" states that there is no need for a license to manage securities, provided that the asset management involves only the exercise of rights over securities. In case any other activities are to be carried out with the securities in the asset management, one is to obtain a license of a securities market participant.
Invest money, get a share
The vested capital is most commonly used for building or reconstruction projects. And, if the investment agreement does not contain a detailed description of the investment consequences in terms of proprietary rights, it is likely the contracting parties might have disputes and even court examinations. In case the agreement defines the parties' proprietary rights, but its covenants conflict with the Bill, some disputes over proprietary rights may arise as well.
It must be noted that some port units may not become the investor's private property due to their specific importance, irrespective of whether it is stipulated in the investment agreement or not. However, the latter can have a different view of the situation, which leads to further court examinations.
There has been a case when an investment agreement was made, with the investor having stipulated his proprietary rights of the sea-bed deepening works. First of all, there is no such a thing as proprietary rights on activities. Moreover, such activities do not cause any change of status for the sea-bed itself that can be a federally owned water object. The same applies to an access duct.
If the vested capital belongs to the State, the Budget Code regulations are to be taken into account, in addition to the Civil Code. The situation can be complicated by the ambiguity of some Budget Code assets (which was a persistent issue before the RF Budget Code was approved).
For example, our company participated in resolving the disputes between the sea commercial port Administration and the State's representatives over the State proprietary rights of the investment medium which had been reconstructed with the help of state funds investment that lasted for years.
Thus, guided by the Budget norms, the sea commercial port representatives considered the invested money given by the State gratis, not leading to the latter obtaining the proprietary rights, although since 1991 the RF Bill "On investment activities" ensures the acquisition shared ownership of the investment medium under construction.
The Bill "On investment activities in the Russian Soviet Federative Socialist Republic" (sub-section 3 asset 7) claims that ":in-process investment mediums are in shared ownership of the investment agents until the investor's acceptance and payment for the works and services performed. If the investor refuses to make further investments into the project, he has to offset costs to the other project participants, unless a different scheme is previewed by the investment agreement". Among the funding sources for investments, asset 8 of the Bill lists the following: assignments of the Russian Soviet Federative Socialist Republic budget, the USSR budget, local budgets and off-budget funds; borrowed financial assets of the investors (banking credits, budget credits, bonded debts and other funding sources).
Analyzing the situation we have arrived at the following conclusion. The RF Budget Code does not regulate proprietary rights. Moreover, the above-mentioned documents deal with non-repayable placement of state funds. However, the term "non-repayable" does not mean free, according to the Budget or any other code. If it is not pointed out that the funding sources are gratis, then non-repayable sums are regarded not as a budget credit to be repaid, but as an investment which guarantees the acquisition of proprietary rights by the existing legislation.
Therefore there was a good reason for the State representatives to claim the federal share of the investment medium ownership. Other statutory acts support these conclusions. The State Property Committee, the RF Ministry of Construction, the RF Ministry of Transport Decreeь 2507-p/18/BE-9 (October, 12, 1994) approved "Regulations of developing sea transport-technological handling complexes". To provide for the building of new transport-technological handling complexes, the Ministry of Transport is creating the General Board of the State Customers. According to the regulations, "while founding a new transport-technological handling complex that involves private capital (including foreign), the customer administers federal budget financial assets, state investment credit, the Merchant Navy Fund and other federal investments in accordance with the existing legislation, and: enters into an agreement with a joint-stock company (including the companies established for these purposes by the investors) that provides the foundation of the transport-technological handling complex. The contract fixes the project accomplishment date, financial obligations and rights of ownership arising as a result of the transport-technological handling complex foundation, in accordance with the existing legislation.
When drafting constituent acts that regulate cooperation between the State and the juridical and/or natural person who will run the transport-technological handling complexes, the customer must take into account the conditions for the construction of such transport-technological handling complexes which are to become subsequently the property of the Russian Federation, as well as the conditions of subsequent use of the above-mentioned constructions and objects that exclude any change of their federal property status".
In addition to that, the RF Ministry of Transport Decree ь 57 (June, 09, 1997) highlights the necessity of signing state contracts with those in charge of federal programs implementation. As a result of round-the-clock negotiations, the dispute between the Sea Commercial Port Administration and the State's representatives over the federal proprietary rights was settled in the State's favour and the court examination was avoided.
Risks can beof different types
Choosing and developing any investment scheme, it is essential to envisage every tax risk in advance - one should analyze which taxes are to be paid by each of the contracting parties, whether any tax benefits might be applicable, and, all things considered, one should choose the most suitable scheme of investment. Moreover, if any operation happens to be disputable in terms of taxation, it is better to decide, if the parties are prepared to deal with the tax rating authorities in court, which can result in the obligation to pay taxes and fines if losing the case.
Having clarified all potentially disputable details of the transaction beforehand, the partners can minimize the risk of confrontation with the investors, or any other organizations involved, if any of them tries to challenge in court the investment agreement, which does not contain the exact statement of what the investor is to gain, as non-repayable (as donation between profit-making organizations is prohibited).
As far as the currency risks are concerned, they are connected with the risks of breaking the regulations of currency transactions while carrying out the investment schemes and, consequently, with risks of administrative fines imposed in accordance with the RF Civil Violation Code. Such risks analysis is especially worth carrying out in the cases of foreign investors' participation.
It must be noted that until June, 18, 2004 the regulations of Russia's currency market were based on rather a strict allowing principle. The Federal Bill contained a limited list of legal currency transactions to be performed by residents and non-residents of the Russian Federation. Any other currency transactions, not mentioned in the Bill, were prohibited.
In order to perform such a currency transaction, one had to apply to the Central bank of the RF to obtain a personal permit (license). The procedure of getting the permit was time-consuming and often took several months. The company would go through the process of currency transaction licensing on the indispensable condition that they had no previous accounts of currency market regulations breach. However, even compliance with all these requirements did not guarantee the issue of a permit.
On June, 18, 2004 new assets of the federal Bill "On currency restrictions and permits" came into force (some of its assets are to come into force gradually by 2007). This statute adoption marked the liberalizing tendency of the Russia's domestic federal currency code. The practice of getting personal permits was abolished. The licenses that were obtained before will remain valid till their expiry date, but no more personal permits are given. In addition, the currency regulation principles have been significantly changed in the Bill.
At the moment certain restrictions to a number of currency operations still apply. However, there is no need for a permit issued by the RF Central Bank to carry them out. The following measures can be taken by the Government or the Bank to promote currency transaction restrictions. Firstly, they may demand such a currency transaction to be completed only through the bank accounts specially opened on this occasion.
Secondly, some currency transactions might be limited by the demand to have money provisions made in advance on special bank accounts before the transactions are carried out. The reservation amount sometimes comes up to the amount of the currency transaction. It goes without saying that in advance provisions are to be returned to their owner in any case. If the reservation amount is refunded, the interest will not be added. While the reservation amount of the currency transaction remains in the bank account, the state or the bank do not have the right to use it.
Violating the currency transaction restrictions still leads to either administrative penalties, such as fines, in accordance with the RF Administrative Statute, or criminal law responsibility.
Thus, when choosing and developing the investment scheme, the currency transaction restrictions are to be taken into account, and when operating the investment contracts just before a currency operation is to take place, one should find out whether it is prohibited, and whether the RF Government or the RF Central Bank have issued any restrictions on the activities preceding the transaction.
Investment scheme. Useful tips to makea choice
Every investor's ambition is to get the investment payback without fail, as well as to guarantee the profit and/or obtaining some proprietary rights of the investment medium. Apart from the above-discussed factors influencing the choice of a suitable investment scheme, it is essential to take into account whether the investor is going to participate in the investment medium administration and, if so, what management strategy he prefers (for example, that of the administrative body of the company, or that of the investment medium asset administration), in order to get the investment paid back, in particular, and what ways he sees to make profit and return the investment.
It has to be considered whether the investor is planning to obtain proprietary rights, buy the company's shares or apply for a long preferential term lease of the investment medium (this applies, for instance, to objects that cannot go private by the law). Finally, it should be determined if any borrowed current assets will be used in the project, on what conditions and what category of lenders' assets they belong to. Without doubt, an investment scheme may include investment schemes of various types and involve more than one investor participating in a project.
The most sophisticated approach to making the investment scheme choice, in my opinion, requires a detailed analysis of the financial profit prospects, as well as of its juridical aspects (such as civil, privatization, tax aspects; budget aspects in the cases of federal participation in the investment project; foreign investment and currency transaction regulations in the cases of foreign investors' participation). As a rule, each investment scheme has its own advantages and disadvantages. Having analyzed all the above-mentioned factors and estimated the risks they can lead to, one can choose the most suitable investment scheme. I would like to note that these risks are relevant while investing both into sea commercial port and other transportation infrastructures.
Irma Nemshevich, "HLB Vneshaudit" consultant
[~DETAIL_TEXT] => As any investments are bound to be risky, private investors putting their capital into port capacities development ought to be very careful. Before choosing an investment scheme and signing a contract, investors should take measures to guarantee their investment payback and clarify the way the vested capital defines their proprietary rights of the investment medium. Besides, all the tax and currency risks should be taken into account.
Every investor must know,or It goes without saying
As far as legal policy goes, investment projects are regulated by the norms of the Russian Federation Civil Code, the State Bill "On capital investments in the Russian Federation" ь39 (February, 25, 1999, amended August, 22, 2004), the USSR Bill "On investment activities" ь1488-1 (June, 26, 1991, amended January, 10, 2003) in the part which does not contradict the above mentioned Bill and by the Bill ь160 "On foreign investments in the RF" (July, 9, 1999).
Port capacities investment can be carried out through a number of transactions that regulate the very procedure of investing the capital, the investment medium management, as well as acquiring the propriety rights of it, or immediate use of the investment medium in order to return the money invested and profit from the investment medium.
The RF Federal Statute does not offer an investment contract concept so far. That is the reason why in practice investment agreements can include contracts of various types, such as partnership contracts, contractors' agreements or mixed type contracts. To understand the problems a private investor might face participating in seaport infrastructure investments, we should consider the most obvious legal risks.
Investment payback is a must
First group risks facing the investor are those connected with the guarantees of the vested capital reimbursement. To illustrate this, two schemes involving the investor into the management can be considered.
The first one enables the investor to carry out the executive board functions for the company under a special agreement. In this case the investor gains immediate management control, i.e. the investor can act as the General Director of the company. These credentials can be delegated to the investor by the stockholders' meeting decision on the grounds of a relevant proposal submitted by the Board of Directors.
The disadvantage of this scheme is that the stockholders' meeting can suspend this managing power at any moment in accordance with the State Bill ь 4-69 "On joint-stock companies". To prevent such development, one should combine this investment scheme with the purchase of 51% company shares. Having bought this quantity of shares, the investor can ultimately avoid the invalidation of his managing power on the grounds of owning the majority votes at the stockholders' meeting. Moreover, it is desirable that the decision to consider such a proposal at the stockholders' meeting should be accepted by the majority of votes in the Board of Directors.
The second scheme allowing the investor to participate in the company management is the asset management of the company shares. Having signed such an investment contract, the investor gains the right to vote at the stockholders' meeting, which enables him to elect the company's General Director (in case over 50% of shares is in the investor's asset management and such an opportunity is provided by the contract).
The drawback of this second scheme for the investor is that such an investment contract can be dissolved unilaterally by the company's founder, and the validity period of the contract cannot exceed 5 years (according to the Asset ь1016 of the RF Federal Statute). These circumstances reduce the guarantees of the vested capital return and decrease the profit acquisition compared to the previous scheme.
It should be taken into account that the Federal Statute Asset ь 5 "On securities market" states that there is no need for a license to manage securities, provided that the asset management involves only the exercise of rights over securities. In case any other activities are to be carried out with the securities in the asset management, one is to obtain a license of a securities market participant.
Invest money, get a share
The vested capital is most commonly used for building or reconstruction projects. And, if the investment agreement does not contain a detailed description of the investment consequences in terms of proprietary rights, it is likely the contracting parties might have disputes and even court examinations. In case the agreement defines the parties' proprietary rights, but its covenants conflict with the Bill, some disputes over proprietary rights may arise as well.
It must be noted that some port units may not become the investor's private property due to their specific importance, irrespective of whether it is stipulated in the investment agreement or not. However, the latter can have a different view of the situation, which leads to further court examinations.
There has been a case when an investment agreement was made, with the investor having stipulated his proprietary rights of the sea-bed deepening works. First of all, there is no such a thing as proprietary rights on activities. Moreover, such activities do not cause any change of status for the sea-bed itself that can be a federally owned water object. The same applies to an access duct.
If the vested capital belongs to the State, the Budget Code regulations are to be taken into account, in addition to the Civil Code. The situation can be complicated by the ambiguity of some Budget Code assets (which was a persistent issue before the RF Budget Code was approved).
For example, our company participated in resolving the disputes between the sea commercial port Administration and the State's representatives over the State proprietary rights of the investment medium which had been reconstructed with the help of state funds investment that lasted for years.
Thus, guided by the Budget norms, the sea commercial port representatives considered the invested money given by the State gratis, not leading to the latter obtaining the proprietary rights, although since 1991 the RF Bill "On investment activities" ensures the acquisition shared ownership of the investment medium under construction.
The Bill "On investment activities in the Russian Soviet Federative Socialist Republic" (sub-section 3 asset 7) claims that ":in-process investment mediums are in shared ownership of the investment agents until the investor's acceptance and payment for the works and services performed. If the investor refuses to make further investments into the project, he has to offset costs to the other project participants, unless a different scheme is previewed by the investment agreement". Among the funding sources for investments, asset 8 of the Bill lists the following: assignments of the Russian Soviet Federative Socialist Republic budget, the USSR budget, local budgets and off-budget funds; borrowed financial assets of the investors (banking credits, budget credits, bonded debts and other funding sources).
Analyzing the situation we have arrived at the following conclusion. The RF Budget Code does not regulate proprietary rights. Moreover, the above-mentioned documents deal with non-repayable placement of state funds. However, the term "non-repayable" does not mean free, according to the Budget or any other code. If it is not pointed out that the funding sources are gratis, then non-repayable sums are regarded not as a budget credit to be repaid, but as an investment which guarantees the acquisition of proprietary rights by the existing legislation.
Therefore there was a good reason for the State representatives to claim the federal share of the investment medium ownership. Other statutory acts support these conclusions. The State Property Committee, the RF Ministry of Construction, the RF Ministry of Transport Decreeь 2507-p/18/BE-9 (October, 12, 1994) approved "Regulations of developing sea transport-technological handling complexes". To provide for the building of new transport-technological handling complexes, the Ministry of Transport is creating the General Board of the State Customers. According to the regulations, "while founding a new transport-technological handling complex that involves private capital (including foreign), the customer administers federal budget financial assets, state investment credit, the Merchant Navy Fund and other federal investments in accordance with the existing legislation, and: enters into an agreement with a joint-stock company (including the companies established for these purposes by the investors) that provides the foundation of the transport-technological handling complex. The contract fixes the project accomplishment date, financial obligations and rights of ownership arising as a result of the transport-technological handling complex foundation, in accordance with the existing legislation.
When drafting constituent acts that regulate cooperation between the State and the juridical and/or natural person who will run the transport-technological handling complexes, the customer must take into account the conditions for the construction of such transport-technological handling complexes which are to become subsequently the property of the Russian Federation, as well as the conditions of subsequent use of the above-mentioned constructions and objects that exclude any change of their federal property status".
In addition to that, the RF Ministry of Transport Decree ь 57 (June, 09, 1997) highlights the necessity of signing state contracts with those in charge of federal programs implementation. As a result of round-the-clock negotiations, the dispute between the Sea Commercial Port Administration and the State's representatives over the federal proprietary rights was settled in the State's favour and the court examination was avoided.
Risks can beof different types
Choosing and developing any investment scheme, it is essential to envisage every tax risk in advance - one should analyze which taxes are to be paid by each of the contracting parties, whether any tax benefits might be applicable, and, all things considered, one should choose the most suitable scheme of investment. Moreover, if any operation happens to be disputable in terms of taxation, it is better to decide, if the parties are prepared to deal with the tax rating authorities in court, which can result in the obligation to pay taxes and fines if losing the case.
Having clarified all potentially disputable details of the transaction beforehand, the partners can minimize the risk of confrontation with the investors, or any other organizations involved, if any of them tries to challenge in court the investment agreement, which does not contain the exact statement of what the investor is to gain, as non-repayable (as donation between profit-making organizations is prohibited).
As far as the currency risks are concerned, they are connected with the risks of breaking the regulations of currency transactions while carrying out the investment schemes and, consequently, with risks of administrative fines imposed in accordance with the RF Civil Violation Code. Such risks analysis is especially worth carrying out in the cases of foreign investors' participation.
It must be noted that until June, 18, 2004 the regulations of Russia's currency market were based on rather a strict allowing principle. The Federal Bill contained a limited list of legal currency transactions to be performed by residents and non-residents of the Russian Federation. Any other currency transactions, not mentioned in the Bill, were prohibited.
In order to perform such a currency transaction, one had to apply to the Central bank of the RF to obtain a personal permit (license). The procedure of getting the permit was time-consuming and often took several months. The company would go through the process of currency transaction licensing on the indispensable condition that they had no previous accounts of currency market regulations breach. However, even compliance with all these requirements did not guarantee the issue of a permit.
On June, 18, 2004 new assets of the federal Bill "On currency restrictions and permits" came into force (some of its assets are to come into force gradually by 2007). This statute adoption marked the liberalizing tendency of the Russia's domestic federal currency code. The practice of getting personal permits was abolished. The licenses that were obtained before will remain valid till their expiry date, but no more personal permits are given. In addition, the currency regulation principles have been significantly changed in the Bill.
At the moment certain restrictions to a number of currency operations still apply. However, there is no need for a permit issued by the RF Central Bank to carry them out. The following measures can be taken by the Government or the Bank to promote currency transaction restrictions. Firstly, they may demand such a currency transaction to be completed only through the bank accounts specially opened on this occasion.
Secondly, some currency transactions might be limited by the demand to have money provisions made in advance on special bank accounts before the transactions are carried out. The reservation amount sometimes comes up to the amount of the currency transaction. It goes without saying that in advance provisions are to be returned to their owner in any case. If the reservation amount is refunded, the interest will not be added. While the reservation amount of the currency transaction remains in the bank account, the state or the bank do not have the right to use it.
Violating the currency transaction restrictions still leads to either administrative penalties, such as fines, in accordance with the RF Administrative Statute, or criminal law responsibility.
Thus, when choosing and developing the investment scheme, the currency transaction restrictions are to be taken into account, and when operating the investment contracts just before a currency operation is to take place, one should find out whether it is prohibited, and whether the RF Government or the RF Central Bank have issued any restrictions on the activities preceding the transaction.
Investment scheme. Useful tips to makea choice
Every investor's ambition is to get the investment payback without fail, as well as to guarantee the profit and/or obtaining some proprietary rights of the investment medium. Apart from the above-discussed factors influencing the choice of a suitable investment scheme, it is essential to take into account whether the investor is going to participate in the investment medium administration and, if so, what management strategy he prefers (for example, that of the administrative body of the company, or that of the investment medium asset administration), in order to get the investment paid back, in particular, and what ways he sees to make profit and return the investment.
It has to be considered whether the investor is planning to obtain proprietary rights, buy the company's shares or apply for a long preferential term lease of the investment medium (this applies, for instance, to objects that cannot go private by the law). Finally, it should be determined if any borrowed current assets will be used in the project, on what conditions and what category of lenders' assets they belong to. Without doubt, an investment scheme may include investment schemes of various types and involve more than one investor participating in a project.
The most sophisticated approach to making the investment scheme choice, in my opinion, requires a detailed analysis of the financial profit prospects, as well as of its juridical aspects (such as civil, privatization, tax aspects; budget aspects in the cases of federal participation in the investment project; foreign investment and currency transaction regulations in the cases of foreign investors' participation). As a rule, each investment scheme has its own advantages and disadvantages. Having analyzed all the above-mentioned factors and estimated the risks they can lead to, one can choose the most suitable investment scheme. I would like to note that these risks are relevant while investing both into sea commercial port and other transportation infrastructures.
Irma Nemshevich, "HLB Vneshaudit" consultant
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[DETAIL_TEXT] => "Yermak" Presented to Public
On August 4, a new cutting-edge electric locomotive "Yermak" was presented to the RF President Vladimir Putin and the delegation of OAO RZD, headed by the company's president Vladimir Yakunin.
The locomotive is the first one to have been developed in Russia since the late 1980s, when the Russian rail fleet was upgraded for the last time. Nowadays, the majority of the fleet has exceeded maximum service period.
"Yermak", designed exclusively for freight trains, has already passed all major tests, including a security test, and will likely be licensed by the end of the year. "Yermak" costs half as much as its foreign counterparts and can save up to 15% of electrical power. The pilot locomotive took USD 2.8 million to build. The production cost of each new vehicle will be USD 700,000 less, USD 2.1 million.
"Yermak" has the capacity to pull 5%-7% more freight than its predecessors. It has better safety features, greater hauling capacity, and can maintain a higher velocity. The driver's cab is fully air-conditioned and includes a refrigerator.
Russia Wants China to Participate in Highways Construction
Russia intends to ask China for help in constructing Russian highways, RF Transportation Minister Igor Levitin said on July 28.
"We would like to invite our Chinese partners to take part in the construction of Russian highways, including the Moscow-St. Petersburg highway", I. Levitin said.
The Minister said the delegation also wants China to take part in the construction of seaports in northern Russia.
According to I. Levitin, the new ports in the North will help to change the course of North American container deliveries to China. Currently, the United States delivers some 18 million containers to China annually. With the help of Russian ports, the transit route via Russia from the United States to China will be able to handle some four million containers annually, he said.
Russia and Kazakhstan to Invest into Gas Project
Russia and Kazakhstan will invest from USD 22 billion to USD 23 billion in the Kurmangazy gas project on the Caspian Sea, the Russian President Vladimir Putin told reporters in the Kazakh capital, Astana.
Kazakhstan's total revenue from the project over the entire 55 year period could amount to USD 31 billion.
In the presence of Vladimir Putin and Kazakh leader Nursultan Nazarbayev, Rosneft chairman Sergei Bogdanchikov, Kazakh energy minister Vladimir Shkolnik and Uzabak Karabalin, president of KazMunaiGaz, signed a product sharing agreement on the Kurmangazy project.
Viktor Khristenko, Russia's minister for industry and energy, and Vladimir Shkolnik signed a memorandum on cooperation in the sphere of electricity.
Kurmangazy field will be developed by the subsidiaries of Kazakhstan's national oil and gas company KazMunaiGaz's and Russia's Rosneft. Rosneft has a 25 percent stake in the project, and KazMunaiGaz has 50 percent. Russia's Zarubezhneft secured an option to buy the remaining 25 percent.
Kurmangazy's recoverable oil reserves are estimated at about 1 billion tons of oil. Exploration is expected to take two years, assessment and preparation for commercial use will take an estimated three years, and it would take another four to five years to begin production, which is expected to reach 60 million tons a year.
The Russian President congratulated the Kazakh leader on his 65th birthday. "I know you as a sincere friend of our country, a consistent and active supporter of strengthening the traditional ties between Russia and Kazakhstan, someone who is willing to develop our co-operation effectively and progressively. I appreciate our close friendly relations", V.Putin told his Kazakh counterpart.
Russia to Build Toll Roads
Russia plans to build toll roads, Transport Minister Igor Levitin said on July 29 during his visit to the Vologda Region (North-Western Federal District).
He said that there were plans to construct five toll roads. "Once the Federation Council (the parliament's upper chamber) has passed the law "On Concessions", we will invite private investors to participate in the projects", he said.
The toll roads will link Moscow withSt.-Petersburg, the airports of Domodedovo and Sheremetevo in Moscow, and the suburb of Odintsovo. In addition, a central ring road will be built around the Moscow Region.
The Minister said that it was not yet known what the ratio of state to private funding would be. "Everything will depend on private business", the Minister said. An investment tender is under way.
"The new 600 kilometer Moscow-St.-Petersburg road will be 70 kilometers shorter than the current road, because it will be more direct. At present, 30% of the Moscow-St.-Petersburg road runs through populated areas", I. Levitin said.
Viking Is Developing
The Ukrainian Ministry of Transport and Communications has published a report following the meeting of the working group on freight transportation development (which includes representatives of transport and customs departments of Byelorussia, Lithuania, Moldova and Ukraine). According to the information released, the parties defined the prospects for development concerning the project of contrail transportation on the route "Viking" (Ilyichevsk/Odessa-Minsk-Klaipeda).
A paragraph on the development of transportation by combined transport development was added into the project of the Agreement on transit by motor and rail transportation. The Ukrainian side prepared the paragraph. The Ukrainian, Byelorussian and Moldavian participants spoke in support of an intergovernmental status for the document; the Lithuanian side left the question open until further consultation in the framework of the Europian Commission.
In the plans published by the Ukrainian side the Ukraine-Turkey sea transportation will be included into the "Viking" route; the number of cargoes included into the freight flows will increase. To attract additional freight flows, the Ukrainian side is preparing a trilateral (Ukrainian-Lithuanian-Byelorussian) Memorandum about mutual understanding while transporting cargo along the "Viking" route. The document is to be ready in a month.
Concessions Come to Russia
On July 13, 2005, the Council of Federation approved the Law "On Concession Agreements".
The document regulates the relations arising during preparation, signing, execution and cancellation of concession agreements and guarantees the rights and legal interests of the sides.
A concession agreement can be defined as an agreement containing elements of different agreements envisaged by the federal Laws.
The object of a concession agreement, according to the Law, is real estate construction or reconstruction of which is envisaged by the agreement. Objects of concession agreements include roads and engineering structures in transport infrastructure, objects of railway and pipe transport, sea and river ports, sea and river vessels and vessels of mixed type, aerodromes, objects of the air communication organization universal system, hydraulic and electrotechnical structures, objects of municipal economy, underground and public conveyances, medical objects and objects of social and cultural purpose. The land cannot be the object of a concession agreement.
The period of validity of this agreement, according to the Law, is set by the agreement itself, taking into account the time of creation and/or reconstruction of the object of the agreement, as well as other liabilities of the concessionaire envisaged by the agreement. Besides, a concessive fair is determined. It is set either as a definite sum of payments, or as a part of the production or profit from operations, or transfer the property owned by the concessionaire. The Law also defines the functions of the state bodies when preparing, signing and executing the agreement, as well as the rights and the duties of the sides. According to the Law, the agreement is signed in accordance with the results of an open tender. As for the real estate under a state secret and the property of strategic importance, the tender is closed.
The Law was approved by the President of the Russian Federation at the end of July.
OAO RZD Got Invitation
The delegation from the Kingdom of Saudi Arabia, on behalf of the Prince Michal Bin Abdulaziz Al Saud, invited OAO RZD to participate in the construction of the 1200km-long Trans-Saudi Dammam-Er-Riad-Mekka-Jidda line connecting the Persian Gulf and the Red sea ports. A feasibility study of the railroad construction is being developed at present. The requirements specifications, which will be the basis of an International tender for the project, will be prepared by November.
"The delegation from the Kingdom of Saudi Arabia is the first foreign delegation I meet as the President of Russian Railways", said Vladimir Yakunin. "Our corporation is certainly interested in participating in the design and construction of new railway lines in Saudi Arabia".
Alfalaj Mohammad Abdulla, the head of the Saudi delegation, said that the Saudi party is interested in Russian investments, as well as in the direct participation of Russian Railways in the construction project, since the Russian corporation has an extensive long-term experience in this field. The corporation's experts were invited to visit Saudi Arabia in the near future.
In his turn, Vladimir Yakunin thanked the delegation for the invitation and invited the Saudi experts, on behalf of Russian Railways, to assess the methods of preparing feasibility studies to develop selected branches of railway transport, evaluate the effectiveness of investments, and discuss other issues concerning railway transport development. The contribution of OAO RZD in the construction of Dammam-Er-Riad-Mekka-Jidda railway line will be determined after the corporation's experts have studied the requirements specifications in detail.
At the end of the meeting, Alfalaj Mohammad Abdulla communicated to Vladimir Yakunin, the President of OAO RZD, a personal invitation from the Prince Michal Bin Abdulaziz Al Saud to visit Saudi Arabia.
OAO RZD Received Long-Term Credit Rating
OAO RZD was given Baa2 long-term credit rating, forecast "stable". According to the new method of Moody's, the corporation's rating reflects the combination of the following factors: the corporation's credit risk is 4 out of 6, the government support is "high", and the level of the corporation's dependence on the government is "medium".
Moody's International rating agency has published the results of corporate ratings study in Europe, Middle East and Africa, undertaken in order to develop a new method of rating government-related issuers (GRI).
The new method formally divides GRI's ratings into several components: the issuer's main risks, risks due to possible loss of government support, risks due to the issuer's dependence on the government, and the expected level of government support.
Moody's say that assessing the issuer's main risks they take into account the ongoing reform of railway transport that will transform the structure and business management of the corporation and will also result in creating several separate key organisations. They also considered the growth of the corporation's effectiveness during the governmental regulation of tariffs at the inflation level, and possible competition from other transport modes (for example, pipelines for oil transport).
The Moody's experts believe that the high level of government support is based on the very strong relation between the country railways and its economy, since the corporation is a government monopoly providing railway infrastructure services, has a good relationship with the Government, and because railway transport is one of the key branches of Russian economy.
The medium level of the corporation's dependence on the government is also a positive factor. The "medium" level of dependence means that the company is financially stable and can meet its engagements in case Russian economy changes.
"The fact that Russian Railways' credit rating has grown will be beneficial for the corporation not only in Russia, but also worldwide. This also proves that the reform of Russian rail transport is going in the right direction, helping the dynamic growth of the branch", says Vladimir Yakunin, the company's President.
[~DETAIL_TEXT] => "Yermak" Presented to Public
On August 4, a new cutting-edge electric locomotive "Yermak" was presented to the RF President Vladimir Putin and the delegation of OAO RZD, headed by the company's president Vladimir Yakunin.
The locomotive is the first one to have been developed in Russia since the late 1980s, when the Russian rail fleet was upgraded for the last time. Nowadays, the majority of the fleet has exceeded maximum service period.
"Yermak", designed exclusively for freight trains, has already passed all major tests, including a security test, and will likely be licensed by the end of the year. "Yermak" costs half as much as its foreign counterparts and can save up to 15% of electrical power. The pilot locomotive took USD 2.8 million to build. The production cost of each new vehicle will be USD 700,000 less, USD 2.1 million.
"Yermak" has the capacity to pull 5%-7% more freight than its predecessors. It has better safety features, greater hauling capacity, and can maintain a higher velocity. The driver's cab is fully air-conditioned and includes a refrigerator.
Russia Wants China to Participate in Highways Construction
Russia intends to ask China for help in constructing Russian highways, RF Transportation Minister Igor Levitin said on July 28.
"We would like to invite our Chinese partners to take part in the construction of Russian highways, including the Moscow-St. Petersburg highway", I. Levitin said.
The Minister said the delegation also wants China to take part in the construction of seaports in northern Russia.
According to I. Levitin, the new ports in the North will help to change the course of North American container deliveries to China. Currently, the United States delivers some 18 million containers to China annually. With the help of Russian ports, the transit route via Russia from the United States to China will be able to handle some four million containers annually, he said.
Russia and Kazakhstan to Invest into Gas Project
Russia and Kazakhstan will invest from USD 22 billion to USD 23 billion in the Kurmangazy gas project on the Caspian Sea, the Russian President Vladimir Putin told reporters in the Kazakh capital, Astana.
Kazakhstan's total revenue from the project over the entire 55 year period could amount to USD 31 billion.
In the presence of Vladimir Putin and Kazakh leader Nursultan Nazarbayev, Rosneft chairman Sergei Bogdanchikov, Kazakh energy minister Vladimir Shkolnik and Uzabak Karabalin, president of KazMunaiGaz, signed a product sharing agreement on the Kurmangazy project.
Viktor Khristenko, Russia's minister for industry and energy, and Vladimir Shkolnik signed a memorandum on cooperation in the sphere of electricity.
Kurmangazy field will be developed by the subsidiaries of Kazakhstan's national oil and gas company KazMunaiGaz's and Russia's Rosneft. Rosneft has a 25 percent stake in the project, and KazMunaiGaz has 50 percent. Russia's Zarubezhneft secured an option to buy the remaining 25 percent.
Kurmangazy's recoverable oil reserves are estimated at about 1 billion tons of oil. Exploration is expected to take two years, assessment and preparation for commercial use will take an estimated three years, and it would take another four to five years to begin production, which is expected to reach 60 million tons a year.
The Russian President congratulated the Kazakh leader on his 65th birthday. "I know you as a sincere friend of our country, a consistent and active supporter of strengthening the traditional ties between Russia and Kazakhstan, someone who is willing to develop our co-operation effectively and progressively. I appreciate our close friendly relations", V.Putin told his Kazakh counterpart.
Russia to Build Toll Roads
Russia plans to build toll roads, Transport Minister Igor Levitin said on July 29 during his visit to the Vologda Region (North-Western Federal District).
He said that there were plans to construct five toll roads. "Once the Federation Council (the parliament's upper chamber) has passed the law "On Concessions", we will invite private investors to participate in the projects", he said.
The toll roads will link Moscow withSt.-Petersburg, the airports of Domodedovo and Sheremetevo in Moscow, and the suburb of Odintsovo. In addition, a central ring road will be built around the Moscow Region.
The Minister said that it was not yet known what the ratio of state to private funding would be. "Everything will depend on private business", the Minister said. An investment tender is under way.
"The new 600 kilometer Moscow-St.-Petersburg road will be 70 kilometers shorter than the current road, because it will be more direct. At present, 30% of the Moscow-St.-Petersburg road runs through populated areas", I. Levitin said.
Viking Is Developing
The Ukrainian Ministry of Transport and Communications has published a report following the meeting of the working group on freight transportation development (which includes representatives of transport and customs departments of Byelorussia, Lithuania, Moldova and Ukraine). According to the information released, the parties defined the prospects for development concerning the project of contrail transportation on the route "Viking" (Ilyichevsk/Odessa-Minsk-Klaipeda).
A paragraph on the development of transportation by combined transport development was added into the project of the Agreement on transit by motor and rail transportation. The Ukrainian side prepared the paragraph. The Ukrainian, Byelorussian and Moldavian participants spoke in support of an intergovernmental status for the document; the Lithuanian side left the question open until further consultation in the framework of the Europian Commission.
In the plans published by the Ukrainian side the Ukraine-Turkey sea transportation will be included into the "Viking" route; the number of cargoes included into the freight flows will increase. To attract additional freight flows, the Ukrainian side is preparing a trilateral (Ukrainian-Lithuanian-Byelorussian) Memorandum about mutual understanding while transporting cargo along the "Viking" route. The document is to be ready in a month.
Concessions Come to Russia
On July 13, 2005, the Council of Federation approved the Law "On Concession Agreements".
The document regulates the relations arising during preparation, signing, execution and cancellation of concession agreements and guarantees the rights and legal interests of the sides.
A concession agreement can be defined as an agreement containing elements of different agreements envisaged by the federal Laws.
The object of a concession agreement, according to the Law, is real estate construction or reconstruction of which is envisaged by the agreement. Objects of concession agreements include roads and engineering structures in transport infrastructure, objects of railway and pipe transport, sea and river ports, sea and river vessels and vessels of mixed type, aerodromes, objects of the air communication organization universal system, hydraulic and electrotechnical structures, objects of municipal economy, underground and public conveyances, medical objects and objects of social and cultural purpose. The land cannot be the object of a concession agreement.
The period of validity of this agreement, according to the Law, is set by the agreement itself, taking into account the time of creation and/or reconstruction of the object of the agreement, as well as other liabilities of the concessionaire envisaged by the agreement. Besides, a concessive fair is determined. It is set either as a definite sum of payments, or as a part of the production or profit from operations, or transfer the property owned by the concessionaire. The Law also defines the functions of the state bodies when preparing, signing and executing the agreement, as well as the rights and the duties of the sides. According to the Law, the agreement is signed in accordance with the results of an open tender. As for the real estate under a state secret and the property of strategic importance, the tender is closed.
The Law was approved by the President of the Russian Federation at the end of July.
OAO RZD Got Invitation
The delegation from the Kingdom of Saudi Arabia, on behalf of the Prince Michal Bin Abdulaziz Al Saud, invited OAO RZD to participate in the construction of the 1200km-long Trans-Saudi Dammam-Er-Riad-Mekka-Jidda line connecting the Persian Gulf and the Red sea ports. A feasibility study of the railroad construction is being developed at present. The requirements specifications, which will be the basis of an International tender for the project, will be prepared by November.
"The delegation from the Kingdom of Saudi Arabia is the first foreign delegation I meet as the President of Russian Railways", said Vladimir Yakunin. "Our corporation is certainly interested in participating in the design and construction of new railway lines in Saudi Arabia".
Alfalaj Mohammad Abdulla, the head of the Saudi delegation, said that the Saudi party is interested in Russian investments, as well as in the direct participation of Russian Railways in the construction project, since the Russian corporation has an extensive long-term experience in this field. The corporation's experts were invited to visit Saudi Arabia in the near future.
In his turn, Vladimir Yakunin thanked the delegation for the invitation and invited the Saudi experts, on behalf of Russian Railways, to assess the methods of preparing feasibility studies to develop selected branches of railway transport, evaluate the effectiveness of investments, and discuss other issues concerning railway transport development. The contribution of OAO RZD in the construction of Dammam-Er-Riad-Mekka-Jidda railway line will be determined after the corporation's experts have studied the requirements specifications in detail.
At the end of the meeting, Alfalaj Mohammad Abdulla communicated to Vladimir Yakunin, the President of OAO RZD, a personal invitation from the Prince Michal Bin Abdulaziz Al Saud to visit Saudi Arabia.
OAO RZD Received Long-Term Credit Rating
OAO RZD was given Baa2 long-term credit rating, forecast "stable". According to the new method of Moody's, the corporation's rating reflects the combination of the following factors: the corporation's credit risk is 4 out of 6, the government support is "high", and the level of the corporation's dependence on the government is "medium".
Moody's International rating agency has published the results of corporate ratings study in Europe, Middle East and Africa, undertaken in order to develop a new method of rating government-related issuers (GRI).
The new method formally divides GRI's ratings into several components: the issuer's main risks, risks due to possible loss of government support, risks due to the issuer's dependence on the government, and the expected level of government support.
Moody's say that assessing the issuer's main risks they take into account the ongoing reform of railway transport that will transform the structure and business management of the corporation and will also result in creating several separate key organisations. They also considered the growth of the corporation's effectiveness during the governmental regulation of tariffs at the inflation level, and possible competition from other transport modes (for example, pipelines for oil transport).
The Moody's experts believe that the high level of government support is based on the very strong relation between the country railways and its economy, since the corporation is a government monopoly providing railway infrastructure services, has a good relationship with the Government, and because railway transport is one of the key branches of Russian economy.
The medium level of the corporation's dependence on the government is also a positive factor. The "medium" level of dependence means that the company is financially stable and can meet its engagements in case Russian economy changes.
"The fact that Russian Railways' credit rating has grown will be beneficial for the corporation not only in Russia, but also worldwide. This also proves that the reform of Russian rail transport is going in the right direction, helping the dynamic growth of the branch", says Vladimir Yakunin, the company's President.
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[DETAIL_TEXT] => "Yermak" Presented to Public
On August 4, a new cutting-edge electric locomotive "Yermak" was presented to the RF President Vladimir Putin and the delegation of OAO RZD, headed by the company's president Vladimir Yakunin.
The locomotive is the first one to have been developed in Russia since the late 1980s, when the Russian rail fleet was upgraded for the last time. Nowadays, the majority of the fleet has exceeded maximum service period.
"Yermak", designed exclusively for freight trains, has already passed all major tests, including a security test, and will likely be licensed by the end of the year. "Yermak" costs half as much as its foreign counterparts and can save up to 15% of electrical power. The pilot locomotive took USD 2.8 million to build. The production cost of each new vehicle will be USD 700,000 less, USD 2.1 million.
"Yermak" has the capacity to pull 5%-7% more freight than its predecessors. It has better safety features, greater hauling capacity, and can maintain a higher velocity. The driver's cab is fully air-conditioned and includes a refrigerator.
Russia Wants China to Participate in Highways Construction
Russia intends to ask China for help in constructing Russian highways, RF Transportation Minister Igor Levitin said on July 28.
"We would like to invite our Chinese partners to take part in the construction of Russian highways, including the Moscow-St. Petersburg highway", I. Levitin said.
The Minister said the delegation also wants China to take part in the construction of seaports in northern Russia.
According to I. Levitin, the new ports in the North will help to change the course of North American container deliveries to China. Currently, the United States delivers some 18 million containers to China annually. With the help of Russian ports, the transit route via Russia from the United States to China will be able to handle some four million containers annually, he said.
Russia and Kazakhstan to Invest into Gas Project
Russia and Kazakhstan will invest from USD 22 billion to USD 23 billion in the Kurmangazy gas project on the Caspian Sea, the Russian President Vladimir Putin told reporters in the Kazakh capital, Astana.
Kazakhstan's total revenue from the project over the entire 55 year period could amount to USD 31 billion.
In the presence of Vladimir Putin and Kazakh leader Nursultan Nazarbayev, Rosneft chairman Sergei Bogdanchikov, Kazakh energy minister Vladimir Shkolnik and Uzabak Karabalin, president of KazMunaiGaz, signed a product sharing agreement on the Kurmangazy project.
Viktor Khristenko, Russia's minister for industry and energy, and Vladimir Shkolnik signed a memorandum on cooperation in the sphere of electricity.
Kurmangazy field will be developed by the subsidiaries of Kazakhstan's national oil and gas company KazMunaiGaz's and Russia's Rosneft. Rosneft has a 25 percent stake in the project, and KazMunaiGaz has 50 percent. Russia's Zarubezhneft secured an option to buy the remaining 25 percent.
Kurmangazy's recoverable oil reserves are estimated at about 1 billion tons of oil. Exploration is expected to take two years, assessment and preparation for commercial use will take an estimated three years, and it would take another four to five years to begin production, which is expected to reach 60 million tons a year.
The Russian President congratulated the Kazakh leader on his 65th birthday. "I know you as a sincere friend of our country, a consistent and active supporter of strengthening the traditional ties between Russia and Kazakhstan, someone who is willing to develop our co-operation effectively and progressively. I appreciate our close friendly relations", V.Putin told his Kazakh counterpart.
Russia to Build Toll Roads
Russia plans to build toll roads, Transport Minister Igor Levitin said on July 29 during his visit to the Vologda Region (North-Western Federal District).
He said that there were plans to construct five toll roads. "Once the Federation Council (the parliament's upper chamber) has passed the law "On Concessions", we will invite private investors to participate in the projects", he said.
The toll roads will link Moscow withSt.-Petersburg, the airports of Domodedovo and Sheremetevo in Moscow, and the suburb of Odintsovo. In addition, a central ring road will be built around the Moscow Region.
The Minister said that it was not yet known what the ratio of state to private funding would be. "Everything will depend on private business", the Minister said. An investment tender is under way.
"The new 600 kilometer Moscow-St.-Petersburg road will be 70 kilometers shorter than the current road, because it will be more direct. At present, 30% of the Moscow-St.-Petersburg road runs through populated areas", I. Levitin said.
Viking Is Developing
The Ukrainian Ministry of Transport and Communications has published a report following the meeting of the working group on freight transportation development (which includes representatives of transport and customs departments of Byelorussia, Lithuania, Moldova and Ukraine). According to the information released, the parties defined the prospects for development concerning the project of contrail transportation on the route "Viking" (Ilyichevsk/Odessa-Minsk-Klaipeda).
A paragraph on the development of transportation by combined transport development was added into the project of the Agreement on transit by motor and rail transportation. The Ukrainian side prepared the paragraph. The Ukrainian, Byelorussian and Moldavian participants spoke in support of an intergovernmental status for the document; the Lithuanian side left the question open until further consultation in the framework of the Europian Commission.
In the plans published by the Ukrainian side the Ukraine-Turkey sea transportation will be included into the "Viking" route; the number of cargoes included into the freight flows will increase. To attract additional freight flows, the Ukrainian side is preparing a trilateral (Ukrainian-Lithuanian-Byelorussian) Memorandum about mutual understanding while transporting cargo along the "Viking" route. The document is to be ready in a month.
Concessions Come to Russia
On July 13, 2005, the Council of Federation approved the Law "On Concession Agreements".
The document regulates the relations arising during preparation, signing, execution and cancellation of concession agreements and guarantees the rights and legal interests of the sides.
A concession agreement can be defined as an agreement containing elements of different agreements envisaged by the federal Laws.
The object of a concession agreement, according to the Law, is real estate construction or reconstruction of which is envisaged by the agreement. Objects of concession agreements include roads and engineering structures in transport infrastructure, objects of railway and pipe transport, sea and river ports, sea and river vessels and vessels of mixed type, aerodromes, objects of the air communication organization universal system, hydraulic and electrotechnical structures, objects of municipal economy, underground and public conveyances, medical objects and objects of social and cultural purpose. The land cannot be the object of a concession agreement.
The period of validity of this agreement, according to the Law, is set by the agreement itself, taking into account the time of creation and/or reconstruction of the object of the agreement, as well as other liabilities of the concessionaire envisaged by the agreement. Besides, a concessive fair is determined. It is set either as a definite sum of payments, or as a part of the production or profit from operations, or transfer the property owned by the concessionaire. The Law also defines the functions of the state bodies when preparing, signing and executing the agreement, as well as the rights and the duties of the sides. According to the Law, the agreement is signed in accordance with the results of an open tender. As for the real estate under a state secret and the property of strategic importance, the tender is closed.
The Law was approved by the President of the Russian Federation at the end of July.
OAO RZD Got Invitation
The delegation from the Kingdom of Saudi Arabia, on behalf of the Prince Michal Bin Abdulaziz Al Saud, invited OAO RZD to participate in the construction of the 1200km-long Trans-Saudi Dammam-Er-Riad-Mekka-Jidda line connecting the Persian Gulf and the Red sea ports. A feasibility study of the railroad construction is being developed at present. The requirements specifications, which will be the basis of an International tender for the project, will be prepared by November.
"The delegation from the Kingdom of Saudi Arabia is the first foreign delegation I meet as the President of Russian Railways", said Vladimir Yakunin. "Our corporation is certainly interested in participating in the design and construction of new railway lines in Saudi Arabia".
Alfalaj Mohammad Abdulla, the head of the Saudi delegation, said that the Saudi party is interested in Russian investments, as well as in the direct participation of Russian Railways in the construction project, since the Russian corporation has an extensive long-term experience in this field. The corporation's experts were invited to visit Saudi Arabia in the near future.
In his turn, Vladimir Yakunin thanked the delegation for the invitation and invited the Saudi experts, on behalf of Russian Railways, to assess the methods of preparing feasibility studies to develop selected branches of railway transport, evaluate the effectiveness of investments, and discuss other issues concerning railway transport development. The contribution of OAO RZD in the construction of Dammam-Er-Riad-Mekka-Jidda railway line will be determined after the corporation's experts have studied the requirements specifications in detail.
At the end of the meeting, Alfalaj Mohammad Abdulla communicated to Vladimir Yakunin, the President of OAO RZD, a personal invitation from the Prince Michal Bin Abdulaziz Al Saud to visit Saudi Arabia.
OAO RZD Received Long-Term Credit Rating
OAO RZD was given Baa2 long-term credit rating, forecast "stable". According to the new method of Moody's, the corporation's rating reflects the combination of the following factors: the corporation's credit risk is 4 out of 6, the government support is "high", and the level of the corporation's dependence on the government is "medium".
Moody's International rating agency has published the results of corporate ratings study in Europe, Middle East and Africa, undertaken in order to develop a new method of rating government-related issuers (GRI).
The new method formally divides GRI's ratings into several components: the issuer's main risks, risks due to possible loss of government support, risks due to the issuer's dependence on the government, and the expected level of government support.
Moody's say that assessing the issuer's main risks they take into account the ongoing reform of railway transport that will transform the structure and business management of the corporation and will also result in creating several separate key organisations. They also considered the growth of the corporation's effectiveness during the governmental regulation of tariffs at the inflation level, and possible competition from other transport modes (for example, pipelines for oil transport).
The Moody's experts believe that the high level of government support is based on the very strong relation between the country railways and its economy, since the corporation is a government monopoly providing railway infrastructure services, has a good relationship with the Government, and because railway transport is one of the key branches of Russian economy.
The medium level of the corporation's dependence on the government is also a positive factor. The "medium" level of dependence means that the company is financially stable and can meet its engagements in case Russian economy changes.
"The fact that Russian Railways' credit rating has grown will be beneficial for the corporation not only in Russia, but also worldwide. This also proves that the reform of Russian rail transport is going in the right direction, helping the dynamic growth of the branch", says Vladimir Yakunin, the company's President.
[~DETAIL_TEXT] => "Yermak" Presented to Public
On August 4, a new cutting-edge electric locomotive "Yermak" was presented to the RF President Vladimir Putin and the delegation of OAO RZD, headed by the company's president Vladimir Yakunin.
The locomotive is the first one to have been developed in Russia since the late 1980s, when the Russian rail fleet was upgraded for the last time. Nowadays, the majority of the fleet has exceeded maximum service period.
"Yermak", designed exclusively for freight trains, has already passed all major tests, including a security test, and will likely be licensed by the end of the year. "Yermak" costs half as much as its foreign counterparts and can save up to 15% of electrical power. The pilot locomotive took USD 2.8 million to build. The production cost of each new vehicle will be USD 700,000 less, USD 2.1 million.
"Yermak" has the capacity to pull 5%-7% more freight than its predecessors. It has better safety features, greater hauling capacity, and can maintain a higher velocity. The driver's cab is fully air-conditioned and includes a refrigerator.
Russia Wants China to Participate in Highways Construction
Russia intends to ask China for help in constructing Russian highways, RF Transportation Minister Igor Levitin said on July 28.
"We would like to invite our Chinese partners to take part in the construction of Russian highways, including the Moscow-St. Petersburg highway", I. Levitin said.
The Minister said the delegation also wants China to take part in the construction of seaports in northern Russia.
According to I. Levitin, the new ports in the North will help to change the course of North American container deliveries to China. Currently, the United States delivers some 18 million containers to China annually. With the help of Russian ports, the transit route via Russia from the United States to China will be able to handle some four million containers annually, he said.
Russia and Kazakhstan to Invest into Gas Project
Russia and Kazakhstan will invest from USD 22 billion to USD 23 billion in the Kurmangazy gas project on the Caspian Sea, the Russian President Vladimir Putin told reporters in the Kazakh capital, Astana.
Kazakhstan's total revenue from the project over the entire 55 year period could amount to USD 31 billion.
In the presence of Vladimir Putin and Kazakh leader Nursultan Nazarbayev, Rosneft chairman Sergei Bogdanchikov, Kazakh energy minister Vladimir Shkolnik and Uzabak Karabalin, president of KazMunaiGaz, signed a product sharing agreement on the Kurmangazy project.
Viktor Khristenko, Russia's minister for industry and energy, and Vladimir Shkolnik signed a memorandum on cooperation in the sphere of electricity.
Kurmangazy field will be developed by the subsidiaries of Kazakhstan's national oil and gas company KazMunaiGaz's and Russia's Rosneft. Rosneft has a 25 percent stake in the project, and KazMunaiGaz has 50 percent. Russia's Zarubezhneft secured an option to buy the remaining 25 percent.
Kurmangazy's recoverable oil reserves are estimated at about 1 billion tons of oil. Exploration is expected to take two years, assessment and preparation for commercial use will take an estimated three years, and it would take another four to five years to begin production, which is expected to reach 60 million tons a year.
The Russian President congratulated the Kazakh leader on his 65th birthday. "I know you as a sincere friend of our country, a consistent and active supporter of strengthening the traditional ties between Russia and Kazakhstan, someone who is willing to develop our co-operation effectively and progressively. I appreciate our close friendly relations", V.Putin told his Kazakh counterpart.
Russia to Build Toll Roads
Russia plans to build toll roads, Transport Minister Igor Levitin said on July 29 during his visit to the Vologda Region (North-Western Federal District).
He said that there were plans to construct five toll roads. "Once the Federation Council (the parliament's upper chamber) has passed the law "On Concessions", we will invite private investors to participate in the projects", he said.
The toll roads will link Moscow withSt.-Petersburg, the airports of Domodedovo and Sheremetevo in Moscow, and the suburb of Odintsovo. In addition, a central ring road will be built around the Moscow Region.
The Minister said that it was not yet known what the ratio of state to private funding would be. "Everything will depend on private business", the Minister said. An investment tender is under way.
"The new 600 kilometer Moscow-St.-Petersburg road will be 70 kilometers shorter than the current road, because it will be more direct. At present, 30% of the Moscow-St.-Petersburg road runs through populated areas", I. Levitin said.
Viking Is Developing
The Ukrainian Ministry of Transport and Communications has published a report following the meeting of the working group on freight transportation development (which includes representatives of transport and customs departments of Byelorussia, Lithuania, Moldova and Ukraine). According to the information released, the parties defined the prospects for development concerning the project of contrail transportation on the route "Viking" (Ilyichevsk/Odessa-Minsk-Klaipeda).
A paragraph on the development of transportation by combined transport development was added into the project of the Agreement on transit by motor and rail transportation. The Ukrainian side prepared the paragraph. The Ukrainian, Byelorussian and Moldavian participants spoke in support of an intergovernmental status for the document; the Lithuanian side left the question open until further consultation in the framework of the Europian Commission.
In the plans published by the Ukrainian side the Ukraine-Turkey sea transportation will be included into the "Viking" route; the number of cargoes included into the freight flows will increase. To attract additional freight flows, the Ukrainian side is preparing a trilateral (Ukrainian-Lithuanian-Byelorussian) Memorandum about mutual understanding while transporting cargo along the "Viking" route. The document is to be ready in a month.
Concessions Come to Russia
On July 13, 2005, the Council of Federation approved the Law "On Concession Agreements".
The document regulates the relations arising during preparation, signing, execution and cancellation of concession agreements and guarantees the rights and legal interests of the sides.
A concession agreement can be defined as an agreement containing elements of different agreements envisaged by the federal Laws.
The object of a concession agreement, according to the Law, is real estate construction or reconstruction of which is envisaged by the agreement. Objects of concession agreements include roads and engineering structures in transport infrastructure, objects of railway and pipe transport, sea and river ports, sea and river vessels and vessels of mixed type, aerodromes, objects of the air communication organization universal system, hydraulic and electrotechnical structures, objects of municipal economy, underground and public conveyances, medical objects and objects of social and cultural purpose. The land cannot be the object of a concession agreement.
The period of validity of this agreement, according to the Law, is set by the agreement itself, taking into account the time of creation and/or reconstruction of the object of the agreement, as well as other liabilities of the concessionaire envisaged by the agreement. Besides, a concessive fair is determined. It is set either as a definite sum of payments, or as a part of the production or profit from operations, or transfer the property owned by the concessionaire. The Law also defines the functions of the state bodies when preparing, signing and executing the agreement, as well as the rights and the duties of the sides. According to the Law, the agreement is signed in accordance with the results of an open tender. As for the real estate under a state secret and the property of strategic importance, the tender is closed.
The Law was approved by the President of the Russian Federation at the end of July.
OAO RZD Got Invitation
The delegation from the Kingdom of Saudi Arabia, on behalf of the Prince Michal Bin Abdulaziz Al Saud, invited OAO RZD to participate in the construction of the 1200km-long Trans-Saudi Dammam-Er-Riad-Mekka-Jidda line connecting the Persian Gulf and the Red sea ports. A feasibility study of the railroad construction is being developed at present. The requirements specifications, which will be the basis of an International tender for the project, will be prepared by November.
"The delegation from the Kingdom of Saudi Arabia is the first foreign delegation I meet as the President of Russian Railways", said Vladimir Yakunin. "Our corporation is certainly interested in participating in the design and construction of new railway lines in Saudi Arabia".
Alfalaj Mohammad Abdulla, the head of the Saudi delegation, said that the Saudi party is interested in Russian investments, as well as in the direct participation of Russian Railways in the construction project, since the Russian corporation has an extensive long-term experience in this field. The corporation's experts were invited to visit Saudi Arabia in the near future.
In his turn, Vladimir Yakunin thanked the delegation for the invitation and invited the Saudi experts, on behalf of Russian Railways, to assess the methods of preparing feasibility studies to develop selected branches of railway transport, evaluate the effectiveness of investments, and discuss other issues concerning railway transport development. The contribution of OAO RZD in the construction of Dammam-Er-Riad-Mekka-Jidda railway line will be determined after the corporation's experts have studied the requirements specifications in detail.
At the end of the meeting, Alfalaj Mohammad Abdulla communicated to Vladimir Yakunin, the President of OAO RZD, a personal invitation from the Prince Michal Bin Abdulaziz Al Saud to visit Saudi Arabia.
OAO RZD Received Long-Term Credit Rating
OAO RZD was given Baa2 long-term credit rating, forecast "stable". According to the new method of Moody's, the corporation's rating reflects the combination of the following factors: the corporation's credit risk is 4 out of 6, the government support is "high", and the level of the corporation's dependence on the government is "medium".
Moody's International rating agency has published the results of corporate ratings study in Europe, Middle East and Africa, undertaken in order to develop a new method of rating government-related issuers (GRI).
The new method formally divides GRI's ratings into several components: the issuer's main risks, risks due to possible loss of government support, risks due to the issuer's dependence on the government, and the expected level of government support.
Moody's say that assessing the issuer's main risks they take into account the ongoing reform of railway transport that will transform the structure and business management of the corporation and will also result in creating several separate key organisations. They also considered the growth of the corporation's effectiveness during the governmental regulation of tariffs at the inflation level, and possible competition from other transport modes (for example, pipelines for oil transport).
The Moody's experts believe that the high level of government support is based on the very strong relation between the country railways and its economy, since the corporation is a government monopoly providing railway infrastructure services, has a good relationship with the Government, and because railway transport is one of the key branches of Russian economy.
The medium level of the corporation's dependence on the government is also a positive factor. The "medium" level of dependence means that the company is financially stable and can meet its engagements in case Russian economy changes.
"The fact that Russian Railways' credit rating has grown will be beneficial for the corporation not only in Russia, but also worldwide. This also proves that the reform of Russian rail transport is going in the right direction, helping the dynamic growth of the branch", says Vladimir Yakunin, the company's President.
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[DETAIL_TEXT] => On the one hand, Russian freight forwarders today cannot complain about lack of legislative acts regulating their activity. On the other hand, there is a major flaw in the existing legislature related to transport and forwarding activity, namely a serious gap between it and the objective reality requirements, a certain lack of balance between laws regarding transport and forwarding activities for various transport modes. Besides, the insufficient information provided to the market players on the laws passed cannot but have its negative effect.
Many laws, little sense
At present legal relationships in freight forwarding are regulated by numerous laws, including: Civil Code (part 2.41 "Freight forwarding"); RF Law "On protection of consumers"; Federal Law "On freight forwarding"; RF President regulations, Commercial Navigation Code; Inner Water Transport Statute; Road Transport Statute; RF Railway Statute, etc.
In 2003 there was made an important step towards Russian freight forwarding legislature development - there was passed a Federal law "On freight forwarding activity" aimed at creating conditions for rendering quality services related to freight transportation; establishing common requirements to freight forwarders and customers by carrying out a freight forwarding contract; defining the rights, responsibilities and liability of consigners and freight forwarders in the freight forwarding process; as well as increasing the economic efficiency of freight transportation.
The contents of the laws do not always meet the requirements of the modern freight forwarding services market. For example, the inefficiency of the Russian system of freight forwarding activities taxation is a serious legislative problem for the industry. According to the president of the "Freight Forwarders Guild", member of the RF Academy of Transport Semyon Rezer, apart from the general carelessness of the Tax Code in respect to freight forwarding business, one can also note the unprofessional enforcement of the common imputed earnings tax.
As suggested by the RF Freight Forwarders' Association on 22 August 2004, there were introduced amendments to the RF Tax Code clause 165. Now a freight forwarder organizing railway transportation of export, import and transit cargoes is not required to submit a freight customs declaration to confirm the right for zero VAT rate. Also, in cooperation with the Association, the RF Ministry of Transport defined the order of VAT zero rate application by carrying export and transit cargoes via the Russian seaports.
The freight forwarding activities are currently regulated by clauses 801-806 of chapter 41 of the RF Civil Code and by ministerial instructions. But these documents leave a series of fundamentally important issues unsolved. Firstly, it is high time the status of a freight forwarder was defined. Who is he: intermediary, logistics specialist or transport process operator? The RF Ministry of Transport and other state bodies believe that a freight forwarder is an intermediary.
The Russian Freight Forwarders Association and the Freight Forwarders Guild hold an opposite opinion. Their major argument is that a true freight forwarder manages transportation and renders related services to the consigner, while in intermodal transportation a freight forwarder is a key link organizing transportation by different transport modes.
Apart from specifying the legal status of a freight forwarder it is important to delimitate correctly the freight forwarder's liability to the consigner and other participants of the transportation process. The Freight Forwarders Guild believes that there are two ways to do it. Firstly, by passing a law to become a basis for signing freight forwarding services contracts (which is especially important for railway freight forwarders); secondly - by developing in the framework of freight forwarding associations, guilds and large transport hubs of their own frame declarations (as done by foreign freight forwarders united in guilds that agree and issue their own regulations).
As the market of freight forwarding services is shortly expected to be flooded by a large number of minor and medium-scale producers and carriers, freight forwarding and agent companies, there arises a necessity to organize their interrelation on the modern legal basis - to develop regulations for freight forwarding activities. In addition to the existing legislature, there are to be passed new Rules for Freight Forwarding in Russia to define the basic principles for developing legal documents regulating freight forwarding activities (rules, instructions, etc.).
Transit without law?
Transit transportation has been identified in the Russian transport strategy as a priority sector, a separate aspect of the country's economic policy. Transport differs from export and import transportation by the mode of regulation. Today there are 17 state organizations concerned, to a certain degree, with transit transportation issues. So far there has been no direct law regulating transit transportation - in the Soviet era there was a single organization to settle all such matters. Therefore, taking into account the diversification of interests between transportation process participants (starting with the customs and tax bodies and ending with carriers - rail, road, sea, river, and air), such a law is vitally important today to integrate and establish the mutual rights and responsibilities.
The Russian Freight Forwarders Association is currently working in cooperation with the RF Ministry of Transport Center of Complex Transport Problems on the law "On transit". The major problem by transit cargo registration is that transit cargo is treated similarly to import or export, which is fundamentally wrong. According to V. Aliseychik, "in case with transit we profit only from freight, i.e. payment for transportation. And this is huge money, as the transport component of transit from South-Eastern Asia to Europe is estimated at USD 10-15 billion. Currently almost all of it goes via the Suez Canal. Therefore such a law may help to attract cargoes to the Russian territory and organize the transit process".
Matters of cooperation with railway transport require individual approach. Here the golden middle between the carrier's and the forwarder's interests is at times difficult to find. In respect to the transit cargoes, the current tariff system is such that it is more profitable to carry transit cargo from port Vostochny to Finland than to Moscow. The Russian Freight Forwarders Association has already suggested a separate body should be created to settle the matters of tariffs formation for transit cargoes. According to S. Rezer, managing the economic relations of OAO RZD with freight forwarding companies working on the international freight transportation market is to be aimed at increasing the efficiency, accuracy and transparency of accounts, costs saving, provided both the forwarder's and OAO RZD economic interests are observed.
All the problems related to the development of the freight forwarding business legislative basis and to the interrelations between freight forwarding companies and state supervising bodies are to be resolved in cooperation with the system of freight forwarders unions founded to settle issues hampering efficient freight forwarding activities.
Nadezhda Vtorushina
[~DETAIL_TEXT] => On the one hand, Russian freight forwarders today cannot complain about lack of legislative acts regulating their activity. On the other hand, there is a major flaw in the existing legislature related to transport and forwarding activity, namely a serious gap between it and the objective reality requirements, a certain lack of balance between laws regarding transport and forwarding activities for various transport modes. Besides, the insufficient information provided to the market players on the laws passed cannot but have its negative effect.
Many laws, little sense
At present legal relationships in freight forwarding are regulated by numerous laws, including: Civil Code (part 2.41 "Freight forwarding"); RF Law "On protection of consumers"; Federal Law "On freight forwarding"; RF President regulations, Commercial Navigation Code; Inner Water Transport Statute; Road Transport Statute; RF Railway Statute, etc.
In 2003 there was made an important step towards Russian freight forwarding legislature development - there was passed a Federal law "On freight forwarding activity" aimed at creating conditions for rendering quality services related to freight transportation; establishing common requirements to freight forwarders and customers by carrying out a freight forwarding contract; defining the rights, responsibilities and liability of consigners and freight forwarders in the freight forwarding process; as well as increasing the economic efficiency of freight transportation.
The contents of the laws do not always meet the requirements of the modern freight forwarding services market. For example, the inefficiency of the Russian system of freight forwarding activities taxation is a serious legislative problem for the industry. According to the president of the "Freight Forwarders Guild", member of the RF Academy of Transport Semyon Rezer, apart from the general carelessness of the Tax Code in respect to freight forwarding business, one can also note the unprofessional enforcement of the common imputed earnings tax.
As suggested by the RF Freight Forwarders' Association on 22 August 2004, there were introduced amendments to the RF Tax Code clause 165. Now a freight forwarder organizing railway transportation of export, import and transit cargoes is not required to submit a freight customs declaration to confirm the right for zero VAT rate. Also, in cooperation with the Association, the RF Ministry of Transport defined the order of VAT zero rate application by carrying export and transit cargoes via the Russian seaports.
The freight forwarding activities are currently regulated by clauses 801-806 of chapter 41 of the RF Civil Code and by ministerial instructions. But these documents leave a series of fundamentally important issues unsolved. Firstly, it is high time the status of a freight forwarder was defined. Who is he: intermediary, logistics specialist or transport process operator? The RF Ministry of Transport and other state bodies believe that a freight forwarder is an intermediary.
The Russian Freight Forwarders Association and the Freight Forwarders Guild hold an opposite opinion. Their major argument is that a true freight forwarder manages transportation and renders related services to the consigner, while in intermodal transportation a freight forwarder is a key link organizing transportation by different transport modes.
Apart from specifying the legal status of a freight forwarder it is important to delimitate correctly the freight forwarder's liability to the consigner and other participants of the transportation process. The Freight Forwarders Guild believes that there are two ways to do it. Firstly, by passing a law to become a basis for signing freight forwarding services contracts (which is especially important for railway freight forwarders); secondly - by developing in the framework of freight forwarding associations, guilds and large transport hubs of their own frame declarations (as done by foreign freight forwarders united in guilds that agree and issue their own regulations).
As the market of freight forwarding services is shortly expected to be flooded by a large number of minor and medium-scale producers and carriers, freight forwarding and agent companies, there arises a necessity to organize their interrelation on the modern legal basis - to develop regulations for freight forwarding activities. In addition to the existing legislature, there are to be passed new Rules for Freight Forwarding in Russia to define the basic principles for developing legal documents regulating freight forwarding activities (rules, instructions, etc.).
Transit without law?
Transit transportation has been identified in the Russian transport strategy as a priority sector, a separate aspect of the country's economic policy. Transport differs from export and import transportation by the mode of regulation. Today there are 17 state organizations concerned, to a certain degree, with transit transportation issues. So far there has been no direct law regulating transit transportation - in the Soviet era there was a single organization to settle all such matters. Therefore, taking into account the diversification of interests between transportation process participants (starting with the customs and tax bodies and ending with carriers - rail, road, sea, river, and air), such a law is vitally important today to integrate and establish the mutual rights and responsibilities.
The Russian Freight Forwarders Association is currently working in cooperation with the RF Ministry of Transport Center of Complex Transport Problems on the law "On transit". The major problem by transit cargo registration is that transit cargo is treated similarly to import or export, which is fundamentally wrong. According to V. Aliseychik, "in case with transit we profit only from freight, i.e. payment for transportation. And this is huge money, as the transport component of transit from South-Eastern Asia to Europe is estimated at USD 10-15 billion. Currently almost all of it goes via the Suez Canal. Therefore such a law may help to attract cargoes to the Russian territory and organize the transit process".
Matters of cooperation with railway transport require individual approach. Here the golden middle between the carrier's and the forwarder's interests is at times difficult to find. In respect to the transit cargoes, the current tariff system is such that it is more profitable to carry transit cargo from port Vostochny to Finland than to Moscow. The Russian Freight Forwarders Association has already suggested a separate body should be created to settle the matters of tariffs formation for transit cargoes. According to S. Rezer, managing the economic relations of OAO RZD with freight forwarding companies working on the international freight transportation market is to be aimed at increasing the efficiency, accuracy and transparency of accounts, costs saving, provided both the forwarder's and OAO RZD economic interests are observed.
All the problems related to the development of the freight forwarding business legislative basis and to the interrelations between freight forwarding companies and state supervising bodies are to be resolved in cooperation with the system of freight forwarders unions founded to settle issues hampering efficient freight forwarding activities.
Nadezhda Vtorushina
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[DETAIL_TEXT] => On the one hand, Russian freight forwarders today cannot complain about lack of legislative acts regulating their activity. On the other hand, there is a major flaw in the existing legislature related to transport and forwarding activity, namely a serious gap between it and the objective reality requirements, a certain lack of balance between laws regarding transport and forwarding activities for various transport modes. Besides, the insufficient information provided to the market players on the laws passed cannot but have its negative effect.
Many laws, little sense
At present legal relationships in freight forwarding are regulated by numerous laws, including: Civil Code (part 2.41 "Freight forwarding"); RF Law "On protection of consumers"; Federal Law "On freight forwarding"; RF President regulations, Commercial Navigation Code; Inner Water Transport Statute; Road Transport Statute; RF Railway Statute, etc.
In 2003 there was made an important step towards Russian freight forwarding legislature development - there was passed a Federal law "On freight forwarding activity" aimed at creating conditions for rendering quality services related to freight transportation; establishing common requirements to freight forwarders and customers by carrying out a freight forwarding contract; defining the rights, responsibilities and liability of consigners and freight forwarders in the freight forwarding process; as well as increasing the economic efficiency of freight transportation.
The contents of the laws do not always meet the requirements of the modern freight forwarding services market. For example, the inefficiency of the Russian system of freight forwarding activities taxation is a serious legislative problem for the industry. According to the president of the "Freight Forwarders Guild", member of the RF Academy of Transport Semyon Rezer, apart from the general carelessness of the Tax Code in respect to freight forwarding business, one can also note the unprofessional enforcement of the common imputed earnings tax.
As suggested by the RF Freight Forwarders' Association on 22 August 2004, there were introduced amendments to the RF Tax Code clause 165. Now a freight forwarder organizing railway transportation of export, import and transit cargoes is not required to submit a freight customs declaration to confirm the right for zero VAT rate. Also, in cooperation with the Association, the RF Ministry of Transport defined the order of VAT zero rate application by carrying export and transit cargoes via the Russian seaports.
The freight forwarding activities are currently regulated by clauses 801-806 of chapter 41 of the RF Civil Code and by ministerial instructions. But these documents leave a series of fundamentally important issues unsolved. Firstly, it is high time the status of a freight forwarder was defined. Who is he: intermediary, logistics specialist or transport process operator? The RF Ministry of Transport and other state bodies believe that a freight forwarder is an intermediary.
The Russian Freight Forwarders Association and the Freight Forwarders Guild hold an opposite opinion. Their major argument is that a true freight forwarder manages transportation and renders related services to the consigner, while in intermodal transportation a freight forwarder is a key link organizing transportation by different transport modes.
Apart from specifying the legal status of a freight forwarder it is important to delimitate correctly the freight forwarder's liability to the consigner and other participants of the transportation process. The Freight Forwarders Guild believes that there are two ways to do it. Firstly, by passing a law to become a basis for signing freight forwarding services contracts (which is especially important for railway freight forwarders); secondly - by developing in the framework of freight forwarding associations, guilds and large transport hubs of their own frame declarations (as done by foreign freight forwarders united in guilds that agree and issue their own regulations).
As the market of freight forwarding services is shortly expected to be flooded by a large number of minor and medium-scale producers and carriers, freight forwarding and agent companies, there arises a necessity to organize their interrelation on the modern legal basis - to develop regulations for freight forwarding activities. In addition to the existing legislature, there are to be passed new Rules for Freight Forwarding in Russia to define the basic principles for developing legal documents regulating freight forwarding activities (rules, instructions, etc.).
Transit without law?
Transit transportation has been identified in the Russian transport strategy as a priority sector, a separate aspect of the country's economic policy. Transport differs from export and import transportation by the mode of regulation. Today there are 17 state organizations concerned, to a certain degree, with transit transportation issues. So far there has been no direct law regulating transit transportation - in the Soviet era there was a single organization to settle all such matters. Therefore, taking into account the diversification of interests between transportation process participants (starting with the customs and tax bodies and ending with carriers - rail, road, sea, river, and air), such a law is vitally important today to integrate and establish the mutual rights and responsibilities.
The Russian Freight Forwarders Association is currently working in cooperation with the RF Ministry of Transport Center of Complex Transport Problems on the law "On transit". The major problem by transit cargo registration is that transit cargo is treated similarly to import or export, which is fundamentally wrong. According to V. Aliseychik, "in case with transit we profit only from freight, i.e. payment for transportation. And this is huge money, as the transport component of transit from South-Eastern Asia to Europe is estimated at USD 10-15 billion. Currently almost all of it goes via the Suez Canal. Therefore such a law may help to attract cargoes to the Russian territory and organize the transit process".
Matters of cooperation with railway transport require individual approach. Here the golden middle between the carrier's and the forwarder's interests is at times difficult to find. In respect to the transit cargoes, the current tariff system is such that it is more profitable to carry transit cargo from port Vostochny to Finland than to Moscow. The Russian Freight Forwarders Association has already suggested a separate body should be created to settle the matters of tariffs formation for transit cargoes. According to S. Rezer, managing the economic relations of OAO RZD with freight forwarding companies working on the international freight transportation market is to be aimed at increasing the efficiency, accuracy and transparency of accounts, costs saving, provided both the forwarder's and OAO RZD economic interests are observed.
All the problems related to the development of the freight forwarding business legislative basis and to the interrelations between freight forwarding companies and state supervising bodies are to be resolved in cooperation with the system of freight forwarders unions founded to settle issues hampering efficient freight forwarding activities.
Nadezhda Vtorushina
[~DETAIL_TEXT] => On the one hand, Russian freight forwarders today cannot complain about lack of legislative acts regulating their activity. On the other hand, there is a major flaw in the existing legislature related to transport and forwarding activity, namely a serious gap between it and the objective reality requirements, a certain lack of balance between laws regarding transport and forwarding activities for various transport modes. Besides, the insufficient information provided to the market players on the laws passed cannot but have its negative effect.
Many laws, little sense
At present legal relationships in freight forwarding are regulated by numerous laws, including: Civil Code (part 2.41 "Freight forwarding"); RF Law "On protection of consumers"; Federal Law "On freight forwarding"; RF President regulations, Commercial Navigation Code; Inner Water Transport Statute; Road Transport Statute; RF Railway Statute, etc.
In 2003 there was made an important step towards Russian freight forwarding legislature development - there was passed a Federal law "On freight forwarding activity" aimed at creating conditions for rendering quality services related to freight transportation; establishing common requirements to freight forwarders and customers by carrying out a freight forwarding contract; defining the rights, responsibilities and liability of consigners and freight forwarders in the freight forwarding process; as well as increasing the economic efficiency of freight transportation.
The contents of the laws do not always meet the requirements of the modern freight forwarding services market. For example, the inefficiency of the Russian system of freight forwarding activities taxation is a serious legislative problem for the industry. According to the president of the "Freight Forwarders Guild", member of the RF Academy of Transport Semyon Rezer, apart from the general carelessness of the Tax Code in respect to freight forwarding business, one can also note the unprofessional enforcement of the common imputed earnings tax.
As suggested by the RF Freight Forwarders' Association on 22 August 2004, there were introduced amendments to the RF Tax Code clause 165. Now a freight forwarder organizing railway transportation of export, import and transit cargoes is not required to submit a freight customs declaration to confirm the right for zero VAT rate. Also, in cooperation with the Association, the RF Ministry of Transport defined the order of VAT zero rate application by carrying export and transit cargoes via the Russian seaports.
The freight forwarding activities are currently regulated by clauses 801-806 of chapter 41 of the RF Civil Code and by ministerial instructions. But these documents leave a series of fundamentally important issues unsolved. Firstly, it is high time the status of a freight forwarder was defined. Who is he: intermediary, logistics specialist or transport process operator? The RF Ministry of Transport and other state bodies believe that a freight forwarder is an intermediary.
The Russian Freight Forwarders Association and the Freight Forwarders Guild hold an opposite opinion. Their major argument is that a true freight forwarder manages transportation and renders related services to the consigner, while in intermodal transportation a freight forwarder is a key link organizing transportation by different transport modes.
Apart from specifying the legal status of a freight forwarder it is important to delimitate correctly the freight forwarder's liability to the consigner and other participants of the transportation process. The Freight Forwarders Guild believes that there are two ways to do it. Firstly, by passing a law to become a basis for signing freight forwarding services contracts (which is especially important for railway freight forwarders); secondly - by developing in the framework of freight forwarding associations, guilds and large transport hubs of their own frame declarations (as done by foreign freight forwarders united in guilds that agree and issue their own regulations).
As the market of freight forwarding services is shortly expected to be flooded by a large number of minor and medium-scale producers and carriers, freight forwarding and agent companies, there arises a necessity to organize their interrelation on the modern legal basis - to develop regulations for freight forwarding activities. In addition to the existing legislature, there are to be passed new Rules for Freight Forwarding in Russia to define the basic principles for developing legal documents regulating freight forwarding activities (rules, instructions, etc.).
Transit without law?
Transit transportation has been identified in the Russian transport strategy as a priority sector, a separate aspect of the country's economic policy. Transport differs from export and import transportation by the mode of regulation. Today there are 17 state organizations concerned, to a certain degree, with transit transportation issues. So far there has been no direct law regulating transit transportation - in the Soviet era there was a single organization to settle all such matters. Therefore, taking into account the diversification of interests between transportation process participants (starting with the customs and tax bodies and ending with carriers - rail, road, sea, river, and air), such a law is vitally important today to integrate and establish the mutual rights and responsibilities.
The Russian Freight Forwarders Association is currently working in cooperation with the RF Ministry of Transport Center of Complex Transport Problems on the law "On transit". The major problem by transit cargo registration is that transit cargo is treated similarly to import or export, which is fundamentally wrong. According to V. Aliseychik, "in case with transit we profit only from freight, i.e. payment for transportation. And this is huge money, as the transport component of transit from South-Eastern Asia to Europe is estimated at USD 10-15 billion. Currently almost all of it goes via the Suez Canal. Therefore such a law may help to attract cargoes to the Russian territory and organize the transit process".
Matters of cooperation with railway transport require individual approach. Here the golden middle between the carrier's and the forwarder's interests is at times difficult to find. In respect to the transit cargoes, the current tariff system is such that it is more profitable to carry transit cargo from port Vostochny to Finland than to Moscow. The Russian Freight Forwarders Association has already suggested a separate body should be created to settle the matters of tariffs formation for transit cargoes. According to S. Rezer, managing the economic relations of OAO RZD with freight forwarding companies working on the international freight transportation market is to be aimed at increasing the efficiency, accuracy and transparency of accounts, costs saving, provided both the forwarder's and OAO RZD economic interests are observed.
All the problems related to the development of the freight forwarding business legislative basis and to the interrelations between freight forwarding companies and state supervising bodies are to be resolved in cooperation with the system of freight forwarders unions founded to settle issues hampering efficient freight forwarding activities.
Nadezhda Vtorushina
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[DETAIL_TEXT] => The FIATA World Congress opening in Moscow promises to become a remarkable event in many countries' business life. The freight forwarding community of Russia, which organized this important congress, is relatively young though, and this business in Russia is currently having certain problems. The President of Freight Forwarders Association of the RF (FAR) Valeriy Aliseychik tells us how professional Russian freight forwarding companies are working nowadays.
- Mr. Aliseychik, could you tell us about the working program awaiting the participants and guests of the congress?
First of all, as the President of Freight Forwarders Association of the RF (FAR), I would like to express my gratitude to the FIATA Presidency and Secretariat, as well as all the members of the federation for the possibility to organize such an important event as the FIATA World Congress and for the confidence given to our country in view of the decision to hold the Congress in the capital of Russia, Moscow. It is worth mentioning that it was not easy to win this honor. There were two competitors willing to hold the main forum of the World Freight Forward Association - two of the most beautiful cities in Europe, Prague and Warsaw. We realise that we have assumed great responsibility and will do our best to meet the expectations of our foreign colleagues.
I would also like to mention that the preparation for the World Congress would not be successful but for the help of the Government of Russia, the Ministry of Foreign Affairs, the Ministry of Transport of Russia and the Moscow government, which provided significant help and support in organizing the Congress.
At the same time, I believe that Moscow was not chosen as the venue of the Congress accidentally. Russia is a country located in nine time zones, and its territory has always been a connecting-link between Asia and Europe. Moreover, Russian transport and freight forwarding business is developing dynamically and its adaptation to the world system is a matter of time. Consequently, we tried to organize the work of the Congress with maximum productivity. In the framework of the Congress, which will be attended by delegates from 72 countries, a number of sessions will be held by some institutions and advisory bodies, such as: Multimodal Transport Institute (Chairman: Christopher J. Gillespie), Airfreight Institute (Chairman: Herman Donker), Customs Affairs Institute (Chairman: Alberto Petrozzi), Advisory Body Dangerous Goods (Chairman: Goran Berg), Advisory Body Public Relations (Chairman: Colin Beaumont), Advisory Body Legal Matters (Chairman: Mrs. Kay Pysden), Advisory Body Information Technology (Chairman: Kenneth Tiong) and Advisory Body Vocational Training (Chairman: Edward D. Little). Some regional meetings will also be held: Africa/Middle East, Asia/Pacific, America and Europe. The exponent stalls of the participants, as well as of separate companies, will be displayed at a special commercial exhibition. All the reports and speeches will be simultaneously translated into English, German and Russian languages.
The Chinese delegation, which will take the baton to hold the next congress, will be given a sign of respect - it will be specially provided with simultaneous translation into Chinese (Mandarin) language.
- The main forum of the Congress is devoted to the customs. Why?
This is so indeed: the subject of the main forum of this year is customs. I should say this was not a random choice. Customs is the subject that always interests our foreign colleagues who work in Russia or cooperate with Russian companies. Nowadays, when such international organizations as the European Union, World Trade Organization and other are growing rapidly, the customs laws in many countries become unified. Russia is also trying to follow this way, and, as you know, starting from January, 1, 2004 a new Customs Code is in force in the RF. The authors of the Code tried to bring it close to the international judicial standards, i.e. the thesis of Kioto Convention, Customs Codes of other countries, etc. To my mind, this is a big step forward for Russia, but, unfortunately, one must admit that the new Customs Code proved to be not without flaws. There are a lot of problems in the area of practical application of the Code today. The document is being currently recognized and revised.
Besides the Code, there are a lot of organizational, material and technical problems in the customs sphere. After the USSR collapsed, a large amount of customs posts found themselves located in the territories of different states - Belarus, the Ukraine, Kazakhstan, etc. Consequently, we have to recreate this infrastructure now. Great organization efforts, as well as financial investments, are required. Therefore the customs authorities of the RF are in grave conditions. Russia occupies vast territories. When a customs official in the Far East starts the work, his colleague on the Finish border is still sleeping. We need time to recreate a unified system. At the same time, some very complex processes to reform administratively governing state structures are taking place. For example, the State Customs Committee used to be a separate structure, but it has been transformed into the Federal Customs Service, which subordinates to the Ministry of Economic development and Trade and the Ministry of Finance of the RF. In fact, it is an absolutely different mechanism which, again, requires time for regulation. A lot of problems and questions arise: For this reason a wish to listen to one of the directors of the customs services, who would tell about customs work development in Russia, was expressed. Leonid Lozbenko, the Deputy Head of Federal Customs Service of the RF, will be the reporter.
However, I should say that we, Russian freight forwarders, find not only disadvantages in this sphere but progress as well. And this is the main point. The customs leadership actively collaborates with business and considers its opinion. There are advisory bodies attached to customs. In particular, our association is also represented there. The process is running, and the main task of the forwarding community is to help this process, not prevent it.
- What other main reporters will introduce Russia?
Alexander Misharin, the Deputy Transport Minister of the RF, will make a report about railway transportation. I will make a report about freight forwarding. All the other reports will be made by our foreign colleagues. To date there are more than 500 participants and their delegations registered, and we hope that by the beginning of the Congress this number will increase. We have all the opportunities to host the guests, nothing restricts us.
- The Russian freight forwarders were the first among those from the former USSR Republics to join into a professional association, which is still keeping its leading position. What kind of common problems are the Russian freight forwarders and their colleagues from the former USSR Republics resolving now?
Firstly, I would like to remind of the fact that the Soviet Union used to take part in the work of the FIATA and even held a FIATA World Congress in 1979. But at that time, due to the lack of market economy in the USSR, participation in the World Federation work did not have any practical meaning. There was only one freight forwarding state-run organization named "Soyuzvneshtrans". This was the very organization which became the FIATA member. However, when active economic processes in the former USSR Republics started taking place at the beginning of the 1990s, when a lot of private companies appeared in Russia, a question arose: How can one join small companies in order to protect their common interests?
A certain amount of associations appeared during the first phase of this process. Each association had its own regulations, president and members. Very soon we realized that we don't need decentralization. On the contrary, we need a powerful single structure, which would cover this economy sector as widely as possible and protect its interests effectively. Thus, in 1992 the FAR was created and became afterwards the member of the FIATA. The FAR started to help other Republics to create freight forwarding associations. It meant a lot of work for us, we helped to create freight forwarding associations in Belarus, Ukraine, Kazakhstan. They are independent respectable organizations now and all of them are members of the FIATA. These organizations will be represented at the Congress in Moscow. We have good business relationships; we meet very often and listen to each other's opinions. These regular contacts and cooperation help us solve the common problems more effectively. To date, unfortunately, there are a lot of problems of this kind.
In the framework of the CIS, due to the lack of the necessary legislative base for freight forwarding activity, there is a problem connected with coordination of the tariff policy, issues connected with customs, which were already mentioned, and a lot of other problems that need to be worked out. We try to resolve these problems together, and I can note with satisfaction that the FAR not just helps its colleagues from the neighboring republics, but also learns from their experience. For example, the Ukrainian forwarders worked out The Transit Law which was passed by the Ukrainian government and which works well. We don't have this kind of law in Russia. We are at the very beginning of creating it and we use their lawmaking experience. Our colleagues from Kazakhstan work very actively. They have offered to create a freight forwarders associations union in the framework of the CIS in order to establish a good contact with transporters and work on some problems together. The offer is really interesting. What is more, a month ago the FAR being an associated member was accepted to take part in the Coordinating meeting of the transport ministers of CIS.
We consider all this to be an absolutely new phase of cooperation and coordination, which shows that the FAR is getting stronger.
- Do the freight forwarders cooperate efficiently with transport organizations?
Not always, unfortunately. We are often confronted with resistance and lack of understanding. Sometimes it sounds ridiculous when people who claim that they are professionals in transport business do not understand why they need freight forwarding. With all this going on they totally forget that everywhere in the world a forwarding agent is the link that, helps to build up logistic chains in the most effective way and settle the issues of coordination between different means of transport: sea, railway, air and motor transport. It is particularly important for business development in a country like Russia. In Russian newspapers you can often find a lot of information about problems in sea ports: trucks are not unloaded in time, the cargoes are accumulated, seamen blame railway men, and vice versa. The main problem is that every mode of transport exists separately, there is no sole coordinator. But now you can find positive examples as well. For instance, in Norilsk region there is a forwarding company that plans and coordinates loading and shipping of the cargoes; hence, there are no transport idling problems. Unfortunately, there are few of these examples. Logistic centers are just appearing in Russia and, in our opinion, this is the best moment to set up a big company with the status of a national operator of the multimodal transporting. The idea of logistic centers is right, but it will not solve the problem. We need a sole operator.
- In the last years the FAR has been focusing its attention on lawmaking. Which documents important for the Russian forwarders were passed in this period?
We are proud of the fact that we became the authors of the Federal Law for forwarding activity. This is a very important document and its passing gave a legal basis to the work of all Russian forwarders. Moreover, the Project of Freight Forwarding Rules has been submitted to the Government of Russia. This project, created with the help of our organization, regulates the procedures indicated in the Law in greater detail. We also started to work on the Transit Law of the RF very actively.
The next very important issue is the unification of the documents. The FIATA has been working a lot creating a range of transport documents that are used nearly by all countries. Some forwarding companies in Russia also use these documents, but this system has not been legitimized. Therefore banks, for instance, do not have clearly defined opinion on this point. We included the clause about using the FIATA documents into the Freight Forwarding Rules, and we hope to solve the problem as soon as the Government passes the Law.
I would like to emphasize that lawmaking activity is of primary importance to us. I believe that no additional comments are necessary: it is really difficult to overestimate the significance of the law norms in the market conditions, as these very norms give the opportunity for business to develop easily and not depend on the state officials' mood.
- What has changed regarding the work of the FAR?
One of the main issues stressed by the FIATA is staff training. As long as the Association is formed by people, this issue is very important for us. We have a school where we train highly qualified specialists. Approximately 700 specialists have graduated from the school. Also we have established a system of voluntary company licensing in the Association. This was a forced response to the decision of the Government to cancel compulsory licensing of some activities, including forwarding. We consider this to be a negative tendency which leads to decline of professional standards and services quality. What is more, after the cancellation of compulsory licensing of the forwarding companies, the criminal situation on the transport market became worse. We constantly receive complaints from cargo owners who blame different companies for disappearing without a trace with their cargo for forwarding. However, the investigation showed that the companies mentioned were registered after the licensing cancellation; they were fictitious and have never been the Association members. In view of these facts, the FAR strongly recommends to people concerned: before signing a contract with an unknown forwarding company you should consult the Association regarding reliability and reputation of the company chosen. Otherwise we do not guarantee the quality or legal status of their services.
- How do you estimate the results and future trends of the Association partnership with the State?
State structures, as well as many other structures in our country, are being reformed. For this very reason it is quite difficult to speak about partnership between the State and the forwarders. But I would like to mention that we are open for such cooperation. Apart from the headquarters in Moscow, the Association has established representative offices in many regions of the RF. These offices are the anchor points for us: they let us communicate with our business partners and the authority in a more successful way. On the other hand, we should not forget that the Association represents business, the interests of which are not always congruent with those of the state. Consequently, there are some problems, of course.
For example, from my point of view, the state has moved too far away from the market problems. As a result of this, the fuel prices are increasing, transport infrastructure is not developing: All this influences freight forwarding, as roads, transport and forwarding services are parts of a single process. These problems must be solved only by partnership dialogues. However, it is unfair to say that the State doesn't support us, as we work in this direction. Even holding of the FIATA World Congress would not be possible but for the help of the State. Another example: some time ago the concession Law was passed by the State Duma. This law will let us attract additional investments into the infrastructure. We don't know how it will work, but it is a step forward in any case. That is why we are glad to keep up with the state, to help it develop, to solve our common problems and take part in its partnership with the world.
[~DETAIL_TEXT] => The FIATA World Congress opening in Moscow promises to become a remarkable event in many countries' business life. The freight forwarding community of Russia, which organized this important congress, is relatively young though, and this business in Russia is currently having certain problems. The President of Freight Forwarders Association of the RF (FAR) Valeriy Aliseychik tells us how professional Russian freight forwarding companies are working nowadays.
- Mr. Aliseychik, could you tell us about the working program awaiting the participants and guests of the congress?
First of all, as the President of Freight Forwarders Association of the RF (FAR), I would like to express my gratitude to the FIATA Presidency and Secretariat, as well as all the members of the federation for the possibility to organize such an important event as the FIATA World Congress and for the confidence given to our country in view of the decision to hold the Congress in the capital of Russia, Moscow. It is worth mentioning that it was not easy to win this honor. There were two competitors willing to hold the main forum of the World Freight Forward Association - two of the most beautiful cities in Europe, Prague and Warsaw. We realise that we have assumed great responsibility and will do our best to meet the expectations of our foreign colleagues.
I would also like to mention that the preparation for the World Congress would not be successful but for the help of the Government of Russia, the Ministry of Foreign Affairs, the Ministry of Transport of Russia and the Moscow government, which provided significant help and support in organizing the Congress.
At the same time, I believe that Moscow was not chosen as the venue of the Congress accidentally. Russia is a country located in nine time zones, and its territory has always been a connecting-link between Asia and Europe. Moreover, Russian transport and freight forwarding business is developing dynamically and its adaptation to the world system is a matter of time. Consequently, we tried to organize the work of the Congress with maximum productivity. In the framework of the Congress, which will be attended by delegates from 72 countries, a number of sessions will be held by some institutions and advisory bodies, such as: Multimodal Transport Institute (Chairman: Christopher J. Gillespie), Airfreight Institute (Chairman: Herman Donker), Customs Affairs Institute (Chairman: Alberto Petrozzi), Advisory Body Dangerous Goods (Chairman: Goran Berg), Advisory Body Public Relations (Chairman: Colin Beaumont), Advisory Body Legal Matters (Chairman: Mrs. Kay Pysden), Advisory Body Information Technology (Chairman: Kenneth Tiong) and Advisory Body Vocational Training (Chairman: Edward D. Little). Some regional meetings will also be held: Africa/Middle East, Asia/Pacific, America and Europe. The exponent stalls of the participants, as well as of separate companies, will be displayed at a special commercial exhibition. All the reports and speeches will be simultaneously translated into English, German and Russian languages.
The Chinese delegation, which will take the baton to hold the next congress, will be given a sign of respect - it will be specially provided with simultaneous translation into Chinese (Mandarin) language.
- The main forum of the Congress is devoted to the customs. Why?
This is so indeed: the subject of the main forum of this year is customs. I should say this was not a random choice. Customs is the subject that always interests our foreign colleagues who work in Russia or cooperate with Russian companies. Nowadays, when such international organizations as the European Union, World Trade Organization and other are growing rapidly, the customs laws in many countries become unified. Russia is also trying to follow this way, and, as you know, starting from January, 1, 2004 a new Customs Code is in force in the RF. The authors of the Code tried to bring it close to the international judicial standards, i.e. the thesis of Kioto Convention, Customs Codes of other countries, etc. To my mind, this is a big step forward for Russia, but, unfortunately, one must admit that the new Customs Code proved to be not without flaws. There are a lot of problems in the area of practical application of the Code today. The document is being currently recognized and revised.
Besides the Code, there are a lot of organizational, material and technical problems in the customs sphere. After the USSR collapsed, a large amount of customs posts found themselves located in the territories of different states - Belarus, the Ukraine, Kazakhstan, etc. Consequently, we have to recreate this infrastructure now. Great organization efforts, as well as financial investments, are required. Therefore the customs authorities of the RF are in grave conditions. Russia occupies vast territories. When a customs official in the Far East starts the work, his colleague on the Finish border is still sleeping. We need time to recreate a unified system. At the same time, some very complex processes to reform administratively governing state structures are taking place. For example, the State Customs Committee used to be a separate structure, but it has been transformed into the Federal Customs Service, which subordinates to the Ministry of Economic development and Trade and the Ministry of Finance of the RF. In fact, it is an absolutely different mechanism which, again, requires time for regulation. A lot of problems and questions arise: For this reason a wish to listen to one of the directors of the customs services, who would tell about customs work development in Russia, was expressed. Leonid Lozbenko, the Deputy Head of Federal Customs Service of the RF, will be the reporter.
However, I should say that we, Russian freight forwarders, find not only disadvantages in this sphere but progress as well. And this is the main point. The customs leadership actively collaborates with business and considers its opinion. There are advisory bodies attached to customs. In particular, our association is also represented there. The process is running, and the main task of the forwarding community is to help this process, not prevent it.
- What other main reporters will introduce Russia?
Alexander Misharin, the Deputy Transport Minister of the RF, will make a report about railway transportation. I will make a report about freight forwarding. All the other reports will be made by our foreign colleagues. To date there are more than 500 participants and their delegations registered, and we hope that by the beginning of the Congress this number will increase. We have all the opportunities to host the guests, nothing restricts us.
- The Russian freight forwarders were the first among those from the former USSR Republics to join into a professional association, which is still keeping its leading position. What kind of common problems are the Russian freight forwarders and their colleagues from the former USSR Republics resolving now?
Firstly, I would like to remind of the fact that the Soviet Union used to take part in the work of the FIATA and even held a FIATA World Congress in 1979. But at that time, due to the lack of market economy in the USSR, participation in the World Federation work did not have any practical meaning. There was only one freight forwarding state-run organization named "Soyuzvneshtrans". This was the very organization which became the FIATA member. However, when active economic processes in the former USSR Republics started taking place at the beginning of the 1990s, when a lot of private companies appeared in Russia, a question arose: How can one join small companies in order to protect their common interests?
A certain amount of associations appeared during the first phase of this process. Each association had its own regulations, president and members. Very soon we realized that we don't need decentralization. On the contrary, we need a powerful single structure, which would cover this economy sector as widely as possible and protect its interests effectively. Thus, in 1992 the FAR was created and became afterwards the member of the FIATA. The FAR started to help other Republics to create freight forwarding associations. It meant a lot of work for us, we helped to create freight forwarding associations in Belarus, Ukraine, Kazakhstan. They are independent respectable organizations now and all of them are members of the FIATA. These organizations will be represented at the Congress in Moscow. We have good business relationships; we meet very often and listen to each other's opinions. These regular contacts and cooperation help us solve the common problems more effectively. To date, unfortunately, there are a lot of problems of this kind.
In the framework of the CIS, due to the lack of the necessary legislative base for freight forwarding activity, there is a problem connected with coordination of the tariff policy, issues connected with customs, which were already mentioned, and a lot of other problems that need to be worked out. We try to resolve these problems together, and I can note with satisfaction that the FAR not just helps its colleagues from the neighboring republics, but also learns from their experience. For example, the Ukrainian forwarders worked out The Transit Law which was passed by the Ukrainian government and which works well. We don't have this kind of law in Russia. We are at the very beginning of creating it and we use their lawmaking experience. Our colleagues from Kazakhstan work very actively. They have offered to create a freight forwarders associations union in the framework of the CIS in order to establish a good contact with transporters and work on some problems together. The offer is really interesting. What is more, a month ago the FAR being an associated member was accepted to take part in the Coordinating meeting of the transport ministers of CIS.
We consider all this to be an absolutely new phase of cooperation and coordination, which shows that the FAR is getting stronger.
- Do the freight forwarders cooperate efficiently with transport organizations?
Not always, unfortunately. We are often confronted with resistance and lack of understanding. Sometimes it sounds ridiculous when people who claim that they are professionals in transport business do not understand why they need freight forwarding. With all this going on they totally forget that everywhere in the world a forwarding agent is the link that, helps to build up logistic chains in the most effective way and settle the issues of coordination between different means of transport: sea, railway, air and motor transport. It is particularly important for business development in a country like Russia. In Russian newspapers you can often find a lot of information about problems in sea ports: trucks are not unloaded in time, the cargoes are accumulated, seamen blame railway men, and vice versa. The main problem is that every mode of transport exists separately, there is no sole coordinator. But now you can find positive examples as well. For instance, in Norilsk region there is a forwarding company that plans and coordinates loading and shipping of the cargoes; hence, there are no transport idling problems. Unfortunately, there are few of these examples. Logistic centers are just appearing in Russia and, in our opinion, this is the best moment to set up a big company with the status of a national operator of the multimodal transporting. The idea of logistic centers is right, but it will not solve the problem. We need a sole operator.
- In the last years the FAR has been focusing its attention on lawmaking. Which documents important for the Russian forwarders were passed in this period?
We are proud of the fact that we became the authors of the Federal Law for forwarding activity. This is a very important document and its passing gave a legal basis to the work of all Russian forwarders. Moreover, the Project of Freight Forwarding Rules has been submitted to the Government of Russia. This project, created with the help of our organization, regulates the procedures indicated in the Law in greater detail. We also started to work on the Transit Law of the RF very actively.
The next very important issue is the unification of the documents. The FIATA has been working a lot creating a range of transport documents that are used nearly by all countries. Some forwarding companies in Russia also use these documents, but this system has not been legitimized. Therefore banks, for instance, do not have clearly defined opinion on this point. We included the clause about using the FIATA documents into the Freight Forwarding Rules, and we hope to solve the problem as soon as the Government passes the Law.
I would like to emphasize that lawmaking activity is of primary importance to us. I believe that no additional comments are necessary: it is really difficult to overestimate the significance of the law norms in the market conditions, as these very norms give the opportunity for business to develop easily and not depend on the state officials' mood.
- What has changed regarding the work of the FAR?
One of the main issues stressed by the FIATA is staff training. As long as the Association is formed by people, this issue is very important for us. We have a school where we train highly qualified specialists. Approximately 700 specialists have graduated from the school. Also we have established a system of voluntary company licensing in the Association. This was a forced response to the decision of the Government to cancel compulsory licensing of some activities, including forwarding. We consider this to be a negative tendency which leads to decline of professional standards and services quality. What is more, after the cancellation of compulsory licensing of the forwarding companies, the criminal situation on the transport market became worse. We constantly receive complaints from cargo owners who blame different companies for disappearing without a trace with their cargo for forwarding. However, the investigation showed that the companies mentioned were registered after the licensing cancellation; they were fictitious and have never been the Association members. In view of these facts, the FAR strongly recommends to people concerned: before signing a contract with an unknown forwarding company you should consult the Association regarding reliability and reputation of the company chosen. Otherwise we do not guarantee the quality or legal status of their services.
- How do you estimate the results and future trends of the Association partnership with the State?
State structures, as well as many other structures in our country, are being reformed. For this very reason it is quite difficult to speak about partnership between the State and the forwarders. But I would like to mention that we are open for such cooperation. Apart from the headquarters in Moscow, the Association has established representative offices in many regions of the RF. These offices are the anchor points for us: they let us communicate with our business partners and the authority in a more successful way. On the other hand, we should not forget that the Association represents business, the interests of which are not always congruent with those of the state. Consequently, there are some problems, of course.
For example, from my point of view, the state has moved too far away from the market problems. As a result of this, the fuel prices are increasing, transport infrastructure is not developing: All this influences freight forwarding, as roads, transport and forwarding services are parts of a single process. These problems must be solved only by partnership dialogues. However, it is unfair to say that the State doesn't support us, as we work in this direction. Even holding of the FIATA World Congress would not be possible but for the help of the State. Another example: some time ago the concession Law was passed by the State Duma. This law will let us attract additional investments into the infrastructure. We don't know how it will work, but it is a step forward in any case. That is why we are glad to keep up with the state, to help it develop, to solve our common problems and take part in its partnership with the world.
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[DETAIL_TEXT] => The FIATA World Congress opening in Moscow promises to become a remarkable event in many countries' business life. The freight forwarding community of Russia, which organized this important congress, is relatively young though, and this business in Russia is currently having certain problems. The President of Freight Forwarders Association of the RF (FAR) Valeriy Aliseychik tells us how professional Russian freight forwarding companies are working nowadays.
- Mr. Aliseychik, could you tell us about the working program awaiting the participants and guests of the congress?
First of all, as the President of Freight Forwarders Association of the RF (FAR), I would like to express my gratitude to the FIATA Presidency and Secretariat, as well as all the members of the federation for the possibility to organize such an important event as the FIATA World Congress and for the confidence given to our country in view of the decision to hold the Congress in the capital of Russia, Moscow. It is worth mentioning that it was not easy to win this honor. There were two competitors willing to hold the main forum of the World Freight Forward Association - two of the most beautiful cities in Europe, Prague and Warsaw. We realise that we have assumed great responsibility and will do our best to meet the expectations of our foreign colleagues.
I would also like to mention that the preparation for the World Congress would not be successful but for the help of the Government of Russia, the Ministry of Foreign Affairs, the Ministry of Transport of Russia and the Moscow government, which provided significant help and support in organizing the Congress.
At the same time, I believe that Moscow was not chosen as the venue of the Congress accidentally. Russia is a country located in nine time zones, and its territory has always been a connecting-link between Asia and Europe. Moreover, Russian transport and freight forwarding business is developing dynamically and its adaptation to the world system is a matter of time. Consequently, we tried to organize the work of the Congress with maximum productivity. In the framework of the Congress, which will be attended by delegates from 72 countries, a number of sessions will be held by some institutions and advisory bodies, such as: Multimodal Transport Institute (Chairman: Christopher J. Gillespie), Airfreight Institute (Chairman: Herman Donker), Customs Affairs Institute (Chairman: Alberto Petrozzi), Advisory Body Dangerous Goods (Chairman: Goran Berg), Advisory Body Public Relations (Chairman: Colin Beaumont), Advisory Body Legal Matters (Chairman: Mrs. Kay Pysden), Advisory Body Information Technology (Chairman: Kenneth Tiong) and Advisory Body Vocational Training (Chairman: Edward D. Little). Some regional meetings will also be held: Africa/Middle East, Asia/Pacific, America and Europe. The exponent stalls of the participants, as well as of separate companies, will be displayed at a special commercial exhibition. All the reports and speeches will be simultaneously translated into English, German and Russian languages.
The Chinese delegation, which will take the baton to hold the next congress, will be given a sign of respect - it will be specially provided with simultaneous translation into Chinese (Mandarin) language.
- The main forum of the Congress is devoted to the customs. Why?
This is so indeed: the subject of the main forum of this year is customs. I should say this was not a random choice. Customs is the subject that always interests our foreign colleagues who work in Russia or cooperate with Russian companies. Nowadays, when such international organizations as the European Union, World Trade Organization and other are growing rapidly, the customs laws in many countries become unified. Russia is also trying to follow this way, and, as you know, starting from January, 1, 2004 a new Customs Code is in force in the RF. The authors of the Code tried to bring it close to the international judicial standards, i.e. the thesis of Kioto Convention, Customs Codes of other countries, etc. To my mind, this is a big step forward for Russia, but, unfortunately, one must admit that the new Customs Code proved to be not without flaws. There are a lot of problems in the area of practical application of the Code today. The document is being currently recognized and revised.
Besides the Code, there are a lot of organizational, material and technical problems in the customs sphere. After the USSR collapsed, a large amount of customs posts found themselves located in the territories of different states - Belarus, the Ukraine, Kazakhstan, etc. Consequently, we have to recreate this infrastructure now. Great organization efforts, as well as financial investments, are required. Therefore the customs authorities of the RF are in grave conditions. Russia occupies vast territories. When a customs official in the Far East starts the work, his colleague on the Finish border is still sleeping. We need time to recreate a unified system. At the same time, some very complex processes to reform administratively governing state structures are taking place. For example, the State Customs Committee used to be a separate structure, but it has been transformed into the Federal Customs Service, which subordinates to the Ministry of Economic development and Trade and the Ministry of Finance of the RF. In fact, it is an absolutely different mechanism which, again, requires time for regulation. A lot of problems and questions arise: For this reason a wish to listen to one of the directors of the customs services, who would tell about customs work development in Russia, was expressed. Leonid Lozbenko, the Deputy Head of Federal Customs Service of the RF, will be the reporter.
However, I should say that we, Russian freight forwarders, find not only disadvantages in this sphere but progress as well. And this is the main point. The customs leadership actively collaborates with business and considers its opinion. There are advisory bodies attached to customs. In particular, our association is also represented there. The process is running, and the main task of the forwarding community is to help this process, not prevent it.
- What other main reporters will introduce Russia?
Alexander Misharin, the Deputy Transport Minister of the RF, will make a report about railway transportation. I will make a report about freight forwarding. All the other reports will be made by our foreign colleagues. To date there are more than 500 participants and their delegations registered, and we hope that by the beginning of the Congress this number will increase. We have all the opportunities to host the guests, nothing restricts us.
- The Russian freight forwarders were the first among those from the former USSR Republics to join into a professional association, which is still keeping its leading position. What kind of common problems are the Russian freight forwarders and their colleagues from the former USSR Republics resolving now?
Firstly, I would like to remind of the fact that the Soviet Union used to take part in the work of the FIATA and even held a FIATA World Congress in 1979. But at that time, due to the lack of market economy in the USSR, participation in the World Federation work did not have any practical meaning. There was only one freight forwarding state-run organization named "Soyuzvneshtrans". This was the very organization which became the FIATA member. However, when active economic processes in the former USSR Republics started taking place at the beginning of the 1990s, when a lot of private companies appeared in Russia, a question arose: How can one join small companies in order to protect their common interests?
A certain amount of associations appeared during the first phase of this process. Each association had its own regulations, president and members. Very soon we realized that we don't need decentralization. On the contrary, we need a powerful single structure, which would cover this economy sector as widely as possible and protect its interests effectively. Thus, in 1992 the FAR was created and became afterwards the member of the FIATA. The FAR started to help other Republics to create freight forwarding associations. It meant a lot of work for us, we helped to create freight forwarding associations in Belarus, Ukraine, Kazakhstan. They are independent respectable organizations now and all of them are members of the FIATA. These organizations will be represented at the Congress in Moscow. We have good business relationships; we meet very often and listen to each other's opinions. These regular contacts and cooperation help us solve the common problems more effectively. To date, unfortunately, there are a lot of problems of this kind.
In the framework of the CIS, due to the lack of the necessary legislative base for freight forwarding activity, there is a problem connected with coordination of the tariff policy, issues connected with customs, which were already mentioned, and a lot of other problems that need to be worked out. We try to resolve these problems together, and I can note with satisfaction that the FAR not just helps its colleagues from the neighboring republics, but also learns from their experience. For example, the Ukrainian forwarders worked out The Transit Law which was passed by the Ukrainian government and which works well. We don't have this kind of law in Russia. We are at the very beginning of creating it and we use their lawmaking experience. Our colleagues from Kazakhstan work very actively. They have offered to create a freight forwarders associations union in the framework of the CIS in order to establish a good contact with transporters and work on some problems together. The offer is really interesting. What is more, a month ago the FAR being an associated member was accepted to take part in the Coordinating meeting of the transport ministers of CIS.
We consider all this to be an absolutely new phase of cooperation and coordination, which shows that the FAR is getting stronger.
- Do the freight forwarders cooperate efficiently with transport organizations?
Not always, unfortunately. We are often confronted with resistance and lack of understanding. Sometimes it sounds ridiculous when people who claim that they are professionals in transport business do not understand why they need freight forwarding. With all this going on they totally forget that everywhere in the world a forwarding agent is the link that, helps to build up logistic chains in the most effective way and settle the issues of coordination between different means of transport: sea, railway, air and motor transport. It is particularly important for business development in a country like Russia. In Russian newspapers you can often find a lot of information about problems in sea ports: trucks are not unloaded in time, the cargoes are accumulated, seamen blame railway men, and vice versa. The main problem is that every mode of transport exists separately, there is no sole coordinator. But now you can find positive examples as well. For instance, in Norilsk region there is a forwarding company that plans and coordinates loading and shipping of the cargoes; hence, there are no transport idling problems. Unfortunately, there are few of these examples. Logistic centers are just appearing in Russia and, in our opinion, this is the best moment to set up a big company with the status of a national operator of the multimodal transporting. The idea of logistic centers is right, but it will not solve the problem. We need a sole operator.
- In the last years the FAR has been focusing its attention on lawmaking. Which documents important for the Russian forwarders were passed in this period?
We are proud of the fact that we became the authors of the Federal Law for forwarding activity. This is a very important document and its passing gave a legal basis to the work of all Russian forwarders. Moreover, the Project of Freight Forwarding Rules has been submitted to the Government of Russia. This project, created with the help of our organization, regulates the procedures indicated in the Law in greater detail. We also started to work on the Transit Law of the RF very actively.
The next very important issue is the unification of the documents. The FIATA has been working a lot creating a range of transport documents that are used nearly by all countries. Some forwarding companies in Russia also use these documents, but this system has not been legitimized. Therefore banks, for instance, do not have clearly defined opinion on this point. We included the clause about using the FIATA documents into the Freight Forwarding Rules, and we hope to solve the problem as soon as the Government passes the Law.
I would like to emphasize that lawmaking activity is of primary importance to us. I believe that no additional comments are necessary: it is really difficult to overestimate the significance of the law norms in the market conditions, as these very norms give the opportunity for business to develop easily and not depend on the state officials' mood.
- What has changed regarding the work of the FAR?
One of the main issues stressed by the FIATA is staff training. As long as the Association is formed by people, this issue is very important for us. We have a school where we train highly qualified specialists. Approximately 700 specialists have graduated from the school. Also we have established a system of voluntary company licensing in the Association. This was a forced response to the decision of the Government to cancel compulsory licensing of some activities, including forwarding. We consider this to be a negative tendency which leads to decline of professional standards and services quality. What is more, after the cancellation of compulsory licensing of the forwarding companies, the criminal situation on the transport market became worse. We constantly receive complaints from cargo owners who blame different companies for disappearing without a trace with their cargo for forwarding. However, the investigation showed that the companies mentioned were registered after the licensing cancellation; they were fictitious and have never been the Association members. In view of these facts, the FAR strongly recommends to people concerned: before signing a contract with an unknown forwarding company you should consult the Association regarding reliability and reputation of the company chosen. Otherwise we do not guarantee the quality or legal status of their services.
- How do you estimate the results and future trends of the Association partnership with the State?
State structures, as well as many other structures in our country, are being reformed. For this very reason it is quite difficult to speak about partnership between the State and the forwarders. But I would like to mention that we are open for such cooperation. Apart from the headquarters in Moscow, the Association has established representative offices in many regions of the RF. These offices are the anchor points for us: they let us communicate with our business partners and the authority in a more successful way. On the other hand, we should not forget that the Association represents business, the interests of which are not always congruent with those of the state. Consequently, there are some problems, of course.
For example, from my point of view, the state has moved too far away from the market problems. As a result of this, the fuel prices are increasing, transport infrastructure is not developing: All this influences freight forwarding, as roads, transport and forwarding services are parts of a single process. These problems must be solved only by partnership dialogues. However, it is unfair to say that the State doesn't support us, as we work in this direction. Even holding of the FIATA World Congress would not be possible but for the help of the State. Another example: some time ago the concession Law was passed by the State Duma. This law will let us attract additional investments into the infrastructure. We don't know how it will work, but it is a step forward in any case. That is why we are glad to keep up with the state, to help it develop, to solve our common problems and take part in its partnership with the world.
[~DETAIL_TEXT] => The FIATA World Congress opening in Moscow promises to become a remarkable event in many countries' business life. The freight forwarding community of Russia, which organized this important congress, is relatively young though, and this business in Russia is currently having certain problems. The President of Freight Forwarders Association of the RF (FAR) Valeriy Aliseychik tells us how professional Russian freight forwarding companies are working nowadays.
- Mr. Aliseychik, could you tell us about the working program awaiting the participants and guests of the congress?
First of all, as the President of Freight Forwarders Association of the RF (FAR), I would like to express my gratitude to the FIATA Presidency and Secretariat, as well as all the members of the federation for the possibility to organize such an important event as the FIATA World Congress and for the confidence given to our country in view of the decision to hold the Congress in the capital of Russia, Moscow. It is worth mentioning that it was not easy to win this honor. There were two competitors willing to hold the main forum of the World Freight Forward Association - two of the most beautiful cities in Europe, Prague and Warsaw. We realise that we have assumed great responsibility and will do our best to meet the expectations of our foreign colleagues.
I would also like to mention that the preparation for the World Congress would not be successful but for the help of the Government of Russia, the Ministry of Foreign Affairs, the Ministry of Transport of Russia and the Moscow government, which provided significant help and support in organizing the Congress.
At the same time, I believe that Moscow was not chosen as the venue of the Congress accidentally. Russia is a country located in nine time zones, and its territory has always been a connecting-link between Asia and Europe. Moreover, Russian transport and freight forwarding business is developing dynamically and its adaptation to the world system is a matter of time. Consequently, we tried to organize the work of the Congress with maximum productivity. In the framework of the Congress, which will be attended by delegates from 72 countries, a number of sessions will be held by some institutions and advisory bodies, such as: Multimodal Transport Institute (Chairman: Christopher J. Gillespie), Airfreight Institute (Chairman: Herman Donker), Customs Affairs Institute (Chairman: Alberto Petrozzi), Advisory Body Dangerous Goods (Chairman: Goran Berg), Advisory Body Public Relations (Chairman: Colin Beaumont), Advisory Body Legal Matters (Chairman: Mrs. Kay Pysden), Advisory Body Information Technology (Chairman: Kenneth Tiong) and Advisory Body Vocational Training (Chairman: Edward D. Little). Some regional meetings will also be held: Africa/Middle East, Asia/Pacific, America and Europe. The exponent stalls of the participants, as well as of separate companies, will be displayed at a special commercial exhibition. All the reports and speeches will be simultaneously translated into English, German and Russian languages.
The Chinese delegation, which will take the baton to hold the next congress, will be given a sign of respect - it will be specially provided with simultaneous translation into Chinese (Mandarin) language.
- The main forum of the Congress is devoted to the customs. Why?
This is so indeed: the subject of the main forum of this year is customs. I should say this was not a random choice. Customs is the subject that always interests our foreign colleagues who work in Russia or cooperate with Russian companies. Nowadays, when such international organizations as the European Union, World Trade Organization and other are growing rapidly, the customs laws in many countries become unified. Russia is also trying to follow this way, and, as you know, starting from January, 1, 2004 a new Customs Code is in force in the RF. The authors of the Code tried to bring it close to the international judicial standards, i.e. the thesis of Kioto Convention, Customs Codes of other countries, etc. To my mind, this is a big step forward for Russia, but, unfortunately, one must admit that the new Customs Code proved to be not without flaws. There are a lot of problems in the area of practical application of the Code today. The document is being currently recognized and revised.
Besides the Code, there are a lot of organizational, material and technical problems in the customs sphere. After the USSR collapsed, a large amount of customs posts found themselves located in the territories of different states - Belarus, the Ukraine, Kazakhstan, etc. Consequently, we have to recreate this infrastructure now. Great organization efforts, as well as financial investments, are required. Therefore the customs authorities of the RF are in grave conditions. Russia occupies vast territories. When a customs official in the Far East starts the work, his colleague on the Finish border is still sleeping. We need time to recreate a unified system. At the same time, some very complex processes to reform administratively governing state structures are taking place. For example, the State Customs Committee used to be a separate structure, but it has been transformed into the Federal Customs Service, which subordinates to the Ministry of Economic development and Trade and the Ministry of Finance of the RF. In fact, it is an absolutely different mechanism which, again, requires time for regulation. A lot of problems and questions arise: For this reason a wish to listen to one of the directors of the customs services, who would tell about customs work development in Russia, was expressed. Leonid Lozbenko, the Deputy Head of Federal Customs Service of the RF, will be the reporter.
However, I should say that we, Russian freight forwarders, find not only disadvantages in this sphere but progress as well. And this is the main point. The customs leadership actively collaborates with business and considers its opinion. There are advisory bodies attached to customs. In particular, our association is also represented there. The process is running, and the main task of the forwarding community is to help this process, not prevent it.
- What other main reporters will introduce Russia?
Alexander Misharin, the Deputy Transport Minister of the RF, will make a report about railway transportation. I will make a report about freight forwarding. All the other reports will be made by our foreign colleagues. To date there are more than 500 participants and their delegations registered, and we hope that by the beginning of the Congress this number will increase. We have all the opportunities to host the guests, nothing restricts us.
- The Russian freight forwarders were the first among those from the former USSR Republics to join into a professional association, which is still keeping its leading position. What kind of common problems are the Russian freight forwarders and their colleagues from the former USSR Republics resolving now?
Firstly, I would like to remind of the fact that the Soviet Union used to take part in the work of the FIATA and even held a FIATA World Congress in 1979. But at that time, due to the lack of market economy in the USSR, participation in the World Federation work did not have any practical meaning. There was only one freight forwarding state-run organization named "Soyuzvneshtrans". This was the very organization which became the FIATA member. However, when active economic processes in the former USSR Republics started taking place at the beginning of the 1990s, when a lot of private companies appeared in Russia, a question arose: How can one join small companies in order to protect their common interests?
A certain amount of associations appeared during the first phase of this process. Each association had its own regulations, president and members. Very soon we realized that we don't need decentralization. On the contrary, we need a powerful single structure, which would cover this economy sector as widely as possible and protect its interests effectively. Thus, in 1992 the FAR was created and became afterwards the member of the FIATA. The FAR started to help other Republics to create freight forwarding associations. It meant a lot of work for us, we helped to create freight forwarding associations in Belarus, Ukraine, Kazakhstan. They are independent respectable organizations now and all of them are members of the FIATA. These organizations will be represented at the Congress in Moscow. We have good business relationships; we meet very often and listen to each other's opinions. These regular contacts and cooperation help us solve the common problems more effectively. To date, unfortunately, there are a lot of problems of this kind.
In the framework of the CIS, due to the lack of the necessary legislative base for freight forwarding activity, there is a problem connected with coordination of the tariff policy, issues connected with customs, which were already mentioned, and a lot of other problems that need to be worked out. We try to resolve these problems together, and I can note with satisfaction that the FAR not just helps its colleagues from the neighboring republics, but also learns from their experience. For example, the Ukrainian forwarders worked out The Transit Law which was passed by the Ukrainian government and which works well. We don't have this kind of law in Russia. We are at the very beginning of creating it and we use their lawmaking experience. Our colleagues from Kazakhstan work very actively. They have offered to create a freight forwarders associations union in the framework of the CIS in order to establish a good contact with transporters and work on some problems together. The offer is really interesting. What is more, a month ago the FAR being an associated member was accepted to take part in the Coordinating meeting of the transport ministers of CIS.
We consider all this to be an absolutely new phase of cooperation and coordination, which shows that the FAR is getting stronger.
- Do the freight forwarders cooperate efficiently with transport organizations?
Not always, unfortunately. We are often confronted with resistance and lack of understanding. Sometimes it sounds ridiculous when people who claim that they are professionals in transport business do not understand why they need freight forwarding. With all this going on they totally forget that everywhere in the world a forwarding agent is the link that, helps to build up logistic chains in the most effective way and settle the issues of coordination between different means of transport: sea, railway, air and motor transport. It is particularly important for business development in a country like Russia. In Russian newspapers you can often find a lot of information about problems in sea ports: trucks are not unloaded in time, the cargoes are accumulated, seamen blame railway men, and vice versa. The main problem is that every mode of transport exists separately, there is no sole coordinator. But now you can find positive examples as well. For instance, in Norilsk region there is a forwarding company that plans and coordinates loading and shipping of the cargoes; hence, there are no transport idling problems. Unfortunately, there are few of these examples. Logistic centers are just appearing in Russia and, in our opinion, this is the best moment to set up a big company with the status of a national operator of the multimodal transporting. The idea of logistic centers is right, but it will not solve the problem. We need a sole operator.
- In the last years the FAR has been focusing its attention on lawmaking. Which documents important for the Russian forwarders were passed in this period?
We are proud of the fact that we became the authors of the Federal Law for forwarding activity. This is a very important document and its passing gave a legal basis to the work of all Russian forwarders. Moreover, the Project of Freight Forwarding Rules has been submitted to the Government of Russia. This project, created with the help of our organization, regulates the procedures indicated in the Law in greater detail. We also started to work on the Transit Law of the RF very actively.
The next very important issue is the unification of the documents. The FIATA has been working a lot creating a range of transport documents that are used nearly by all countries. Some forwarding companies in Russia also use these documents, but this system has not been legitimized. Therefore banks, for instance, do not have clearly defined opinion on this point. We included the clause about using the FIATA documents into the Freight Forwarding Rules, and we hope to solve the problem as soon as the Government passes the Law.
I would like to emphasize that lawmaking activity is of primary importance to us. I believe that no additional comments are necessary: it is really difficult to overestimate the significance of the law norms in the market conditions, as these very norms give the opportunity for business to develop easily and not depend on the state officials' mood.
- What has changed regarding the work of the FAR?
One of the main issues stressed by the FIATA is staff training. As long as the Association is formed by people, this issue is very important for us. We have a school where we train highly qualified specialists. Approximately 700 specialists have graduated from the school. Also we have established a system of voluntary company licensing in the Association. This was a forced response to the decision of the Government to cancel compulsory licensing of some activities, including forwarding. We consider this to be a negative tendency which leads to decline of professional standards and services quality. What is more, after the cancellation of compulsory licensing of the forwarding companies, the criminal situation on the transport market became worse. We constantly receive complaints from cargo owners who blame different companies for disappearing without a trace with their cargo for forwarding. However, the investigation showed that the companies mentioned were registered after the licensing cancellation; they were fictitious and have never been the Association members. In view of these facts, the FAR strongly recommends to people concerned: before signing a contract with an unknown forwarding company you should consult the Association regarding reliability and reputation of the company chosen. Otherwise we do not guarantee the quality or legal status of their services.
- How do you estimate the results and future trends of the Association partnership with the State?
State structures, as well as many other structures in our country, are being reformed. For this very reason it is quite difficult to speak about partnership between the State and the forwarders. But I would like to mention that we are open for such cooperation. Apart from the headquarters in Moscow, the Association has established representative offices in many regions of the RF. These offices are the anchor points for us: they let us communicate with our business partners and the authority in a more successful way. On the other hand, we should not forget that the Association represents business, the interests of which are not always congruent with those of the state. Consequently, there are some problems, of course.
For example, from my point of view, the state has moved too far away from the market problems. As a result of this, the fuel prices are increasing, transport infrastructure is not developing: All this influences freight forwarding, as roads, transport and forwarding services are parts of a single process. These problems must be solved only by partnership dialogues. However, it is unfair to say that the State doesn't support us, as we work in this direction. Even holding of the FIATA World Congress would not be possible but for the help of the State. Another example: some time ago the concession Law was passed by the State Duma. This law will let us attract additional investments into the infrastructure. We don't know how it will work, but it is a step forward in any case. That is why we are glad to keep up with the state, to help it develop, to solve our common problems and take part in its partnership with the world.
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[DETAIL_TEXT] => This year's FIATA World Congress is held on September11-15, 2005 at the World Trade Centre in Moscow, the Russian Federation. Evidently, freight-forwarders who themselves or whose clients trade with Russia simply cannot afford to miss this major logistics event. Trends of today's freight-forwarding market and FIATA's contribution to the sector development are commented upon by the President of FIATA Issa Baluch.
- Could you, please, comment on the role and place of forwarding in today's transport market? What are the new trends in forwarding?
- Forwarders are intermediaries working as middlemen between shipping lines, airlines, customs, ports, airports, and customers. They are the architects of transport, but they have also expanded their service offers to incorporate new value-adds, such as distribution, inventory management, labeling, pick and pack, kitting and de-kitting, and reverse logistics. Forwarders also take on additional responsibilities and act as carriers by issuing through bills of lading and providing door-to-door services.
- What do forwarders do to prevent carriers from performing forwarding functions? Are they concerned when carriers perform these functions? What does FIATA do in this respect?
- Shipping companies have started offering forwarding and logistics services, too. In the face of this competition, FIATA advises its members to continue specializing and concentrate on adding value to goods and service offers they provide for their customers. In the long term, this will bind customers to the forwarders' services.
- What are the main changes that enabled forwarders to improve services? What are the key ways for further forwarding service enhancement?
- FIATA's Foundation for Vocational Training is a new entity whose purpose is to enhance the capabilities of national associations to undertake training and development by providing funding to launch new training projects for our members in developing nations. Since 1996, we have benefited from the work of the Advisory Body Vocational Training, which accredits and validates the training programs used by national associations. Over 3,000 FIATA diplomas in freight forwarding have been issued worldwide.
- What has FIATA offered lately in the field of new documents and service technology implementation and what does it plan to offer in the near future?
- One of the challenges FIATA and its members face is the relation between transport documents being issued and the new conventions governing carriage or service provision. FIATA engages with legislative bodies to keep abreast of these changes. Some transport documents have had to be revised in terms of their text, responsibilities, and liabilities - these are currently being discussed. It should be comforting for logistics practitioners to know that none of these changes will come as a surprise to the industry, for the interests of our members are addressed wherever possible.
- What key decisions, in your opinion, are to be made during the World Congress held in Moscow? What could you wish the participants, especially Russian transport companies?
- It would be difficult to forecast exactly what decisions will be made in Moscow, as FIATA is made up of numerous advisory bodies, institutes, and regional bodies, each of whom has an agenda packed with pressing items. If anything, I expect that the outcome of this meeting of minds will be that colleagues from the industry across the globe will profit from networking and the exchanging of views. It will be especially valuable to learn from our Russian colleagues, and vice versa. Moscow is an attractive venue, and FIATA's members from 150 countries have shown tremendous interest in attending the Congress there. For many, this will be their first time in Russia. FIATA's tradition of a yearly change of venue is one of the Federation's great attributes.
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- Could you, please, comment on the role and place of forwarding in today's transport market? What are the new trends in forwarding?
- Forwarders are intermediaries working as middlemen between shipping lines, airlines, customs, ports, airports, and customers. They are the architects of transport, but they have also expanded their service offers to incorporate new value-adds, such as distribution, inventory management, labeling, pick and pack, kitting and de-kitting, and reverse logistics. Forwarders also take on additional responsibilities and act as carriers by issuing through bills of lading and providing door-to-door services.
- What do forwarders do to prevent carriers from performing forwarding functions? Are they concerned when carriers perform these functions? What does FIATA do in this respect?
- Shipping companies have started offering forwarding and logistics services, too. In the face of this competition, FIATA advises its members to continue specializing and concentrate on adding value to goods and service offers they provide for their customers. In the long term, this will bind customers to the forwarders' services.
- What are the main changes that enabled forwarders to improve services? What are the key ways for further forwarding service enhancement?
- FIATA's Foundation for Vocational Training is a new entity whose purpose is to enhance the capabilities of national associations to undertake training and development by providing funding to launch new training projects for our members in developing nations. Since 1996, we have benefited from the work of the Advisory Body Vocational Training, which accredits and validates the training programs used by national associations. Over 3,000 FIATA diplomas in freight forwarding have been issued worldwide.
- What has FIATA offered lately in the field of new documents and service technology implementation and what does it plan to offer in the near future?
- One of the challenges FIATA and its members face is the relation between transport documents being issued and the new conventions governing carriage or service provision. FIATA engages with legislative bodies to keep abreast of these changes. Some transport documents have had to be revised in terms of their text, responsibilities, and liabilities - these are currently being discussed. It should be comforting for logistics practitioners to know that none of these changes will come as a surprise to the industry, for the interests of our members are addressed wherever possible.
- What key decisions, in your opinion, are to be made during the World Congress held in Moscow? What could you wish the participants, especially Russian transport companies?
- It would be difficult to forecast exactly what decisions will be made in Moscow, as FIATA is made up of numerous advisory bodies, institutes, and regional bodies, each of whom has an agenda packed with pressing items. If anything, I expect that the outcome of this meeting of minds will be that colleagues from the industry across the globe will profit from networking and the exchanging of views. It will be especially valuable to learn from our Russian colleagues, and vice versa. Moscow is an attractive venue, and FIATA's members from 150 countries have shown tremendous interest in attending the Congress there. For many, this will be their first time in Russia. FIATA's tradition of a yearly change of venue is one of the Federation's great attributes.
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[DETAIL_TEXT] => This year's FIATA World Congress is held on September11-15, 2005 at the World Trade Centre in Moscow, the Russian Federation. Evidently, freight-forwarders who themselves or whose clients trade with Russia simply cannot afford to miss this major logistics event. Trends of today's freight-forwarding market and FIATA's contribution to the sector development are commented upon by the President of FIATA Issa Baluch.
- Could you, please, comment on the role and place of forwarding in today's transport market? What are the new trends in forwarding?
- Forwarders are intermediaries working as middlemen between shipping lines, airlines, customs, ports, airports, and customers. They are the architects of transport, but they have also expanded their service offers to incorporate new value-adds, such as distribution, inventory management, labeling, pick and pack, kitting and de-kitting, and reverse logistics. Forwarders also take on additional responsibilities and act as carriers by issuing through bills of lading and providing door-to-door services.
- What do forwarders do to prevent carriers from performing forwarding functions? Are they concerned when carriers perform these functions? What does FIATA do in this respect?
- Shipping companies have started offering forwarding and logistics services, too. In the face of this competition, FIATA advises its members to continue specializing and concentrate on adding value to goods and service offers they provide for their customers. In the long term, this will bind customers to the forwarders' services.
- What are the main changes that enabled forwarders to improve services? What are the key ways for further forwarding service enhancement?
- FIATA's Foundation for Vocational Training is a new entity whose purpose is to enhance the capabilities of national associations to undertake training and development by providing funding to launch new training projects for our members in developing nations. Since 1996, we have benefited from the work of the Advisory Body Vocational Training, which accredits and validates the training programs used by national associations. Over 3,000 FIATA diplomas in freight forwarding have been issued worldwide.
- What has FIATA offered lately in the field of new documents and service technology implementation and what does it plan to offer in the near future?
- One of the challenges FIATA and its members face is the relation between transport documents being issued and the new conventions governing carriage or service provision. FIATA engages with legislative bodies to keep abreast of these changes. Some transport documents have had to be revised in terms of their text, responsibilities, and liabilities - these are currently being discussed. It should be comforting for logistics practitioners to know that none of these changes will come as a surprise to the industry, for the interests of our members are addressed wherever possible.
- What key decisions, in your opinion, are to be made during the World Congress held in Moscow? What could you wish the participants, especially Russian transport companies?
- It would be difficult to forecast exactly what decisions will be made in Moscow, as FIATA is made up of numerous advisory bodies, institutes, and regional bodies, each of whom has an agenda packed with pressing items. If anything, I expect that the outcome of this meeting of minds will be that colleagues from the industry across the globe will profit from networking and the exchanging of views. It will be especially valuable to learn from our Russian colleagues, and vice versa. Moscow is an attractive venue, and FIATA's members from 150 countries have shown tremendous interest in attending the Congress there. For many, this will be their first time in Russia. FIATA's tradition of a yearly change of venue is one of the Federation's great attributes.
[~DETAIL_TEXT] => This year's FIATA World Congress is held on September11-15, 2005 at the World Trade Centre in Moscow, the Russian Federation. Evidently, freight-forwarders who themselves or whose clients trade with Russia simply cannot afford to miss this major logistics event. Trends of today's freight-forwarding market and FIATA's contribution to the sector development are commented upon by the President of FIATA Issa Baluch.
- Could you, please, comment on the role and place of forwarding in today's transport market? What are the new trends in forwarding?
- Forwarders are intermediaries working as middlemen between shipping lines, airlines, customs, ports, airports, and customers. They are the architects of transport, but they have also expanded their service offers to incorporate new value-adds, such as distribution, inventory management, labeling, pick and pack, kitting and de-kitting, and reverse logistics. Forwarders also take on additional responsibilities and act as carriers by issuing through bills of lading and providing door-to-door services.
- What do forwarders do to prevent carriers from performing forwarding functions? Are they concerned when carriers perform these functions? What does FIATA do in this respect?
- Shipping companies have started offering forwarding and logistics services, too. In the face of this competition, FIATA advises its members to continue specializing and concentrate on adding value to goods and service offers they provide for their customers. In the long term, this will bind customers to the forwarders' services.
- What are the main changes that enabled forwarders to improve services? What are the key ways for further forwarding service enhancement?
- FIATA's Foundation for Vocational Training is a new entity whose purpose is to enhance the capabilities of national associations to undertake training and development by providing funding to launch new training projects for our members in developing nations. Since 1996, we have benefited from the work of the Advisory Body Vocational Training, which accredits and validates the training programs used by national associations. Over 3,000 FIATA diplomas in freight forwarding have been issued worldwide.
- What has FIATA offered lately in the field of new documents and service technology implementation and what does it plan to offer in the near future?
- One of the challenges FIATA and its members face is the relation between transport documents being issued and the new conventions governing carriage or service provision. FIATA engages with legislative bodies to keep abreast of these changes. Some transport documents have had to be revised in terms of their text, responsibilities, and liabilities - these are currently being discussed. It should be comforting for logistics practitioners to know that none of these changes will come as a surprise to the industry, for the interests of our members are addressed wherever possible.
- What key decisions, in your opinion, are to be made during the World Congress held in Moscow? What could you wish the participants, especially Russian transport companies?
- It would be difficult to forecast exactly what decisions will be made in Moscow, as FIATA is made up of numerous advisory bodies, institutes, and regional bodies, each of whom has an agenda packed with pressing items. If anything, I expect that the outcome of this meeting of minds will be that colleagues from the industry across the globe will profit from networking and the exchanging of views. It will be especially valuable to learn from our Russian colleagues, and vice versa. Moscow is an attractive venue, and FIATA's members from 150 countries have shown tremendous interest in attending the Congress there. For many, this will be their first time in Russia. FIATA's tradition of a yearly change of venue is one of the Federation's great attributes.
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