III КВАРТАЛ 2022Г. - 55 баллов
RZD has just put its double-decker passenger fleet into operation.
The first train departed from Moscow’s Kazan station on 1 November 2013.
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An idea to put this kind of rolling stock into service on RZD’s network was presented in 2007 with an intention to enhance the carrying capacity of existing tracks by transporting greater numbers of passengers. Besides that the double-deckers enable RZD to win the competition with airlines which have been demonstrating strong figures in 2014.
Dynamic pricing is used on the Moscow–Adler–Moscow route, according to which on the first day of sales, the passenger will be offered the lowest possible fare, taking into account the level of demand and seasonality –
thereafter, the rate will be increased depending on the fullness of the train, demand, forecasts and other factors.
The minimum fare when travelling in a compartment on the upper floor in a double-decker carriage will be 4,154 roubles. This compares with the minimum fare of 5,090 roubles when travelling in single-decker trains on the same route.
The carriages were produced by Tver Carriage Works (TVZ, part of Transmashholding) in cooperation with Germany’s Siemens. The cars will be assigned to Adler passenger car depot (the North Caucasian branch of FPC) to be operated on routes connecting Central Russia with Black Sea resorts.
The passenger capacity of the new sleeping car with 4-berth compartments is 64 berths, and of the two-berth sleeper – 30 berths, of the staff carriage – 50 berths (including 2 specially fitted berths for one disabled passenger and their accompanying person). In the dining car located on the second deck of the dining car, 48 passengers can be accommodated at the same time, and 6 more people in the bar on the first deck.
All cars are manufactured with the use of energy-efficient technologies. The centralized power supply offers the possibility of reducing power consumption by 35-40%. As compared with conventional cars, the double-deckers provide significant operational cost savings. The air-conditioned vehicles have retention toilets, wi-fi, LED lighting and sealed inter-car gangways.
At present, TVZ is working on development of its double-deckers with seats. The first prototypes are expected to be built in 2015.
There is more news on a double-decked theme in Russia. Aeroexpress, a railway operator connecting Moscow to the city’s airports, will be using this type of rolling stock from 2015 onwards. The company signed a contract with Switzerland’s Stadler Rail Group which is to supply a total of 172 rail cars: 118 under the main contract and 54 under optional agreements.
Aeroexpress plans to complete the renewal of its fleet by the end of 2016. The schedule and the running time for the trains would stay unchanged, but passenger capacity would increase by 30 to 40 percent. By 2015, Aeroexpress expects to carry 21.1 million people, or 26.6 percent of all passengers.
Stardler’s and TVZ’s rolling stock was added to a lineup of RZD’s new branded fleets which have been launched since 2009. Siemens’ Sapsan and Alstom’s Allegro are serving passenger traffic on the Moscow-St Petersburg and St Petersburg –
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An idea to put this kind of rolling stock into service on RZD’s network was presented in 2007 with an intention to enhance the carrying capacity of existing tracks by transporting greater numbers of passengers. Besides that the double-deckers enable RZD to win the competition with airlines which have been demonstrating strong figures in 2014.
Dynamic pricing is used on the Moscow–Adler–Moscow route, according to which on the first day of sales, the passenger will be offered the lowest possible fare, taking into account the level of demand and seasonality –
thereafter, the rate will be increased depending on the fullness of the train, demand, forecasts and other factors.
The minimum fare when travelling in a compartment on the upper floor in a double-decker carriage will be 4,154 roubles. This compares with the minimum fare of 5,090 roubles when travelling in single-decker trains on the same route.
The carriages were produced by Tver Carriage Works (TVZ, part of Transmashholding) in cooperation with Germany’s Siemens. The cars will be assigned to Adler passenger car depot (the North Caucasian branch of FPC) to be operated on routes connecting Central Russia with Black Sea resorts.
The passenger capacity of the new sleeping car with 4-berth compartments is 64 berths, and of the two-berth sleeper – 30 berths, of the staff carriage – 50 berths (including 2 specially fitted berths for one disabled passenger and their accompanying person). In the dining car located on the second deck of the dining car, 48 passengers can be accommodated at the same time, and 6 more people in the bar on the first deck.
All cars are manufactured with the use of energy-efficient technologies. The centralized power supply offers the possibility of reducing power consumption by 35-40%. As compared with conventional cars, the double-deckers provide significant operational cost savings. The air-conditioned vehicles have retention toilets, wi-fi, LED lighting and sealed inter-car gangways.
At present, TVZ is working on development of its double-deckers with seats. The first prototypes are expected to be built in 2015.
There is more news on a double-decked theme in Russia. Aeroexpress, a railway operator connecting Moscow to the city’s airports, will be using this type of rolling stock from 2015 onwards. The company signed a contract with Switzerland’s Stadler Rail Group which is to supply a total of 172 rail cars: 118 under the main contract and 54 under optional agreements.
Aeroexpress plans to complete the renewal of its fleet by the end of 2016. The schedule and the running time for the trains would stay unchanged, but passenger capacity would increase by 30 to 40 percent. By 2015, Aeroexpress expects to carry 21.1 million people, or 26.6 percent of all passengers.
Stardler’s and TVZ’s rolling stock was added to a lineup of RZD’s new branded fleets which have been launched since 2009. Siemens’ Sapsan and Alstom’s Allegro are serving passenger traffic on the Moscow-St Petersburg and St Petersburg –
Helsinki lines respectively, followed by Lastochka from Siemens, which is also in operation, and trains from Spain’s Talgo which are to enter service on the Moscow-Kiev routes towards the end of 2015. In the future Talgo will reportedly travel between Moscow and Berlin.
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An idea to put this kind of rolling stock into service on RZD’s network was presented in 2007 with an intention to enhance the carrying capacity of existing tracks by transporting greater numbers of passengers. Besides that the double-deckers enable RZD to win the competition with airlines which have been demonstrating strong figures in 2014.
Dynamic pricing is used on the Moscow–Adler–Moscow route, according to which on the first day of sales, the passenger will be offered the lowest possible fare, taking into account the level of demand and seasonality –
thereafter, the rate will be increased depending on the fullness of the train, demand, forecasts and other factors.
The minimum fare when travelling in a compartment on the upper floor in a double-decker carriage will be 4,154 roubles. This compares with the minimum fare of 5,090 roubles when travelling in single-decker trains on the same route.
The carriages were produced by Tver Carriage Works (TVZ, part of Transmashholding) in cooperation with Germany’s Siemens. The cars will be assigned to Adler passenger car depot (the North Caucasian branch of FPC) to be operated on routes connecting Central Russia with Black Sea resorts.
The passenger capacity of the new sleeping car with 4-berth compartments is 64 berths, and of the two-berth sleeper – 30 berths, of the staff carriage – 50 berths (including 2 specially fitted berths for one disabled passenger and their accompanying person). In the dining car located on the second deck of the dining car, 48 passengers can be accommodated at the same time, and 6 more people in the bar on the first deck.
All cars are manufactured with the use of energy-efficient technologies. The centralized power supply offers the possibility of reducing power consumption by 35-40%. As compared with conventional cars, the double-deckers provide significant operational cost savings. The air-conditioned vehicles have retention toilets, wi-fi, LED lighting and sealed inter-car gangways.
At present, TVZ is working on development of its double-deckers with seats. The first prototypes are expected to be built in 2015.
There is more news on a double-decked theme in Russia. Aeroexpress, a railway operator connecting Moscow to the city’s airports, will be using this type of rolling stock from 2015 onwards. The company signed a contract with Switzerland’s Stadler Rail Group which is to supply a total of 172 rail cars: 118 under the main contract and 54 under optional agreements.
Aeroexpress plans to complete the renewal of its fleet by the end of 2016. The schedule and the running time for the trains would stay unchanged, but passenger capacity would increase by 30 to 40 percent. By 2015, Aeroexpress expects to carry 21.1 million people, or 26.6 percent of all passengers.
Stardler’s and TVZ’s rolling stock was added to a lineup of RZD’s new branded fleets which have been launched since 2009. Siemens’ Sapsan and Alstom’s Allegro are serving passenger traffic on the Moscow-St Petersburg and St Petersburg –
Helsinki lines respectively, followed by Lastochka from Siemens, which is also in operation, and trains from Spain’s Talgo which are to enter service on the Moscow-Kiev routes towards the end of 2015. In the future Talgo will reportedly travel between Moscow and Berlin.
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An idea to put this kind of rolling stock into service on RZD’s network was presented in 2007 with an intention to enhance the carrying capacity of existing tracks by transporting greater numbers of passengers. Besides that the double-deckers enable RZD to win the competition with airlines which have been demonstrating strong figures in 2014.
Dynamic pricing is used on the Moscow–Adler–Moscow route, according to which on the first day of sales, the passenger will be offered the lowest possible fare, taking into account the level of demand and seasonality –
thereafter, the rate will be increased depending on the fullness of the train, demand, forecasts and other factors.
The minimum fare when travelling in a compartment on the upper floor in a double-decker carriage will be 4,154 roubles. This compares with the minimum fare of 5,090 roubles when travelling in single-decker trains on the same route.
The carriages were produced by Tver Carriage Works (TVZ, part of Transmashholding) in cooperation with Germany’s Siemens. The cars will be assigned to Adler passenger car depot (the North Caucasian branch of FPC) to be operated on routes connecting Central Russia with Black Sea resorts.
The passenger capacity of the new sleeping car with 4-berth compartments is 64 berths, and of the two-berth sleeper – 30 berths, of the staff carriage – 50 berths (including 2 specially fitted berths for one disabled passenger and their accompanying person). In the dining car located on the second deck of the dining car, 48 passengers can be accommodated at the same time, and 6 more people in the bar on the first deck.
All cars are manufactured with the use of energy-efficient technologies. The centralized power supply offers the possibility of reducing power consumption by 35-40%. As compared with conventional cars, the double-deckers provide significant operational cost savings. The air-conditioned vehicles have retention toilets, wi-fi, LED lighting and sealed inter-car gangways.
At present, TVZ is working on development of its double-deckers with seats. The first prototypes are expected to be built in 2015.
There is more news on a double-decked theme in Russia. Aeroexpress, a railway operator connecting Moscow to the city’s airports, will be using this type of rolling stock from 2015 onwards. The company signed a contract with Switzerland’s Stadler Rail Group which is to supply a total of 172 rail cars: 118 under the main contract and 54 under optional agreements.
Aeroexpress plans to complete the renewal of its fleet by the end of 2016. The schedule and the running time for the trains would stay unchanged, but passenger capacity would increase by 30 to 40 percent. By 2015, Aeroexpress expects to carry 21.1 million people, or 26.6 percent of all passengers.
Stardler’s and TVZ’s rolling stock was added to a lineup of RZD’s new branded fleets which have been launched since 2009. Siemens’ Sapsan and Alstom’s Allegro are serving passenger traffic on the Moscow-St Petersburg and St Petersburg –
Helsinki lines respectively, followed by Lastochka from Siemens, which is also in operation, and trains from Spain’s Talgo which are to enter service on the Moscow-Kiev routes towards the end of 2015. In the future Talgo will reportedly travel between Moscow and Berlin.
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Officials and high-ranking railway managers from the both countries met
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[DETAIL_TEXT] => Vladimir Yakunin, President of Russian Railways, and Sheng Guangzu, Managing Director of Chinese Railways, held a working meeting in October 2013 in the Chinese capital Beijing.
The two sides see great potential in the project currently being implemented to transport international container trains from western China to Europe. They also confirmed their readiness to continue to work in accordance with the Memorandum of Cooperation between the People’s Government of Chongqing in China, Chinese Railways and Russian Railways, which was signed in September 2013.
The parties agreed to continue developing rail transport corridors from China to Europe via the territory of Russia, Kazakhstan and Belarus, as well as through the territory of Mongolia - the “Northern Logistics System. The priority in developing these corridors will be to optimise transportation services and raise train speeds. In order to address this question, a special working group will be set up which will include experts from the Russian and the Chinese sides, as well as representatives from railway and operating companies from the states lying along the container train routes.
In addition, the parties expressed their willingness to step up the work required for a rapid transition to exchanging electronic data on rail freight transport between China and Russia and discussed issues for cooperation upon in the field of high-speed rail. Earlier, in September, RF Transport Minister Maxim Sokolov headed the Russian delegation at the meeting of the Russian-Chinese sub-commission for cooperation in the transport sector.
“We have solved a part of the problems in the sector of passenger road transportation, provided additional opportunities for the development of air transportation, and completed an important stage of design works for the construction of a border crossing in the Nizhneleninskoe – Tongjiang area, and signed an agreement in the marine navigation sector”, said M. Sokolov commenting on the results of the meeting.
According to him, a lot of attention was paid to the issues of freight transit transportation via the eastern and the western border of China, including the border between China and the Primorsk region of Russia. “Naturally, we have plans to develop sea transportation and sea transit from the Vladivostok port, as well as other ports in the Primorsk region – Posyet, Nakhodka, and others. Agreements signed today will contribute to the improvement of marine navigation in this region,” said the Minister as quoted by Prime.
The Transport Minister said that the issue of the development of transcontinental transit from China via Russia is very important. “The freight base, which is in China, is of key importance for the cargo turnover between the countries of the Asian and the Pacific Region, and European states, therefore, we discuss several new directions, including express container transportation from the eastern coast. Also, we think that the development of the Northern Sea Route is very important, moreover, the Chinese party shows interest in this new transport corridor,” said Mr Sokolov.
As well as Russia, Kazakhstan has bright prospects in railway cooperation with China.
Both the volume of traffic and the number of transit corridors are growing steadily between the two countries, Askar Mamin, president of national railway company KTZ said in an interview with Xinhua during the 2nd International Transport and Logistics business forum entitled “The New Silk Road”, held in Astana this autumn.
In the first nine months of this year, the volume of traffic by rail between the two countries increased by 20 percent year-on-year. Mamin pointed out that Kazakhstan and China have done a lot to actively promote bilateral cooperation in railways.
Under agreements signed between Kazakhstan and China, the Kazakh railway firm and the Lianyungang Port in east China’s Jiangsu province will co-establish a container logistics center to facilitate the distribution of goods between Kazakhstan and Japan, South Korea, and Southeastern Asian countries via the Lianyungang harbor.
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The parties agreed to continue developing rail transport corridors from China to Europe via the territory of Russia, Kazakhstan and Belarus, as well as through the territory of Mongolia - the “Northern Logistics System. The priority in developing these corridors will be to optimise transportation services and raise train speeds. In order to address this question, a special working group will be set up which will include experts from the Russian and the Chinese sides, as well as representatives from railway and operating companies from the states lying along the container train routes.
In addition, the parties expressed their willingness to step up the work required for a rapid transition to exchanging electronic data on rail freight transport between China and Russia and discussed issues for cooperation upon in the field of high-speed rail. Earlier, in September, RF Transport Minister Maxim Sokolov headed the Russian delegation at the meeting of the Russian-Chinese sub-commission for cooperation in the transport sector.
“We have solved a part of the problems in the sector of passenger road transportation, provided additional opportunities for the development of air transportation, and completed an important stage of design works for the construction of a border crossing in the Nizhneleninskoe – Tongjiang area, and signed an agreement in the marine navigation sector”, said M. Sokolov commenting on the results of the meeting.
According to him, a lot of attention was paid to the issues of freight transit transportation via the eastern and the western border of China, including the border between China and the Primorsk region of Russia. “Naturally, we have plans to develop sea transportation and sea transit from the Vladivostok port, as well as other ports in the Primorsk region – Posyet, Nakhodka, and others. Agreements signed today will contribute to the improvement of marine navigation in this region,” said the Minister as quoted by Prime.
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As well as Russia, Kazakhstan has bright prospects in railway cooperation with China.
Both the volume of traffic and the number of transit corridors are growing steadily between the two countries, Askar Mamin, president of national railway company KTZ said in an interview with Xinhua during the 2nd International Transport and Logistics business forum entitled “The New Silk Road”, held in Astana this autumn.
In the first nine months of this year, the volume of traffic by rail between the two countries increased by 20 percent year-on-year. Mamin pointed out that Kazakhstan and China have done a lot to actively promote bilateral cooperation in railways.
Under agreements signed between Kazakhstan and China, the Kazakh railway firm and the Lianyungang Port in east China’s Jiangsu province will co-establish a container logistics center to facilitate the distribution of goods between Kazakhstan and Japan, South Korea, and Southeastern Asian countries via the Lianyungang harbor.
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[DETAIL_TEXT] => Vladimir Yakunin, President of Russian Railways, and Sheng Guangzu, Managing Director of Chinese Railways, held a working meeting in October 2013 in the Chinese capital Beijing.
The two sides see great potential in the project currently being implemented to transport international container trains from western China to Europe. They also confirmed their readiness to continue to work in accordance with the Memorandum of Cooperation between the People’s Government of Chongqing in China, Chinese Railways and Russian Railways, which was signed in September 2013.
The parties agreed to continue developing rail transport corridors from China to Europe via the territory of Russia, Kazakhstan and Belarus, as well as through the territory of Mongolia - the “Northern Logistics System. The priority in developing these corridors will be to optimise transportation services and raise train speeds. In order to address this question, a special working group will be set up which will include experts from the Russian and the Chinese sides, as well as representatives from railway and operating companies from the states lying along the container train routes.
In addition, the parties expressed their willingness to step up the work required for a rapid transition to exchanging electronic data on rail freight transport between China and Russia and discussed issues for cooperation upon in the field of high-speed rail. Earlier, in September, RF Transport Minister Maxim Sokolov headed the Russian delegation at the meeting of the Russian-Chinese sub-commission for cooperation in the transport sector.
“We have solved a part of the problems in the sector of passenger road transportation, provided additional opportunities for the development of air transportation, and completed an important stage of design works for the construction of a border crossing in the Nizhneleninskoe – Tongjiang area, and signed an agreement in the marine navigation sector”, said M. Sokolov commenting on the results of the meeting.
According to him, a lot of attention was paid to the issues of freight transit transportation via the eastern and the western border of China, including the border between China and the Primorsk region of Russia. “Naturally, we have plans to develop sea transportation and sea transit from the Vladivostok port, as well as other ports in the Primorsk region – Posyet, Nakhodka, and others. Agreements signed today will contribute to the improvement of marine navigation in this region,” said the Minister as quoted by Prime.
The Transport Minister said that the issue of the development of transcontinental transit from China via Russia is very important. “The freight base, which is in China, is of key importance for the cargo turnover between the countries of the Asian and the Pacific Region, and European states, therefore, we discuss several new directions, including express container transportation from the eastern coast. Also, we think that the development of the Northern Sea Route is very important, moreover, the Chinese party shows interest in this new transport corridor,” said Mr Sokolov.
As well as Russia, Kazakhstan has bright prospects in railway cooperation with China.
Both the volume of traffic and the number of transit corridors are growing steadily between the two countries, Askar Mamin, president of national railway company KTZ said in an interview with Xinhua during the 2nd International Transport and Logistics business forum entitled “The New Silk Road”, held in Astana this autumn.
In the first nine months of this year, the volume of traffic by rail between the two countries increased by 20 percent year-on-year. Mamin pointed out that Kazakhstan and China have done a lot to actively promote bilateral cooperation in railways.
Under agreements signed between Kazakhstan and China, the Kazakh railway firm and the Lianyungang Port in east China’s Jiangsu province will co-establish a container logistics center to facilitate the distribution of goods between Kazakhstan and Japan, South Korea, and Southeastern Asian countries via the Lianyungang harbor.
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The two sides see great potential in the project currently being implemented to transport international container trains from western China to Europe. They also confirmed their readiness to continue to work in accordance with the Memorandum of Cooperation between the People’s Government of Chongqing in China, Chinese Railways and Russian Railways, which was signed in September 2013.
The parties agreed to continue developing rail transport corridors from China to Europe via the territory of Russia, Kazakhstan and Belarus, as well as through the territory of Mongolia - the “Northern Logistics System. The priority in developing these corridors will be to optimise transportation services and raise train speeds. In order to address this question, a special working group will be set up which will include experts from the Russian and the Chinese sides, as well as representatives from railway and operating companies from the states lying along the container train routes.
In addition, the parties expressed their willingness to step up the work required for a rapid transition to exchanging electronic data on rail freight transport between China and Russia and discussed issues for cooperation upon in the field of high-speed rail. Earlier, in September, RF Transport Minister Maxim Sokolov headed the Russian delegation at the meeting of the Russian-Chinese sub-commission for cooperation in the transport sector.
“We have solved a part of the problems in the sector of passenger road transportation, provided additional opportunities for the development of air transportation, and completed an important stage of design works for the construction of a border crossing in the Nizhneleninskoe – Tongjiang area, and signed an agreement in the marine navigation sector”, said M. Sokolov commenting on the results of the meeting.
According to him, a lot of attention was paid to the issues of freight transit transportation via the eastern and the western border of China, including the border between China and the Primorsk region of Russia. “Naturally, we have plans to develop sea transportation and sea transit from the Vladivostok port, as well as other ports in the Primorsk region – Posyet, Nakhodka, and others. Agreements signed today will contribute to the improvement of marine navigation in this region,” said the Minister as quoted by Prime.
The Transport Minister said that the issue of the development of transcontinental transit from China via Russia is very important. “The freight base, which is in China, is of key importance for the cargo turnover between the countries of the Asian and the Pacific Region, and European states, therefore, we discuss several new directions, including express container transportation from the eastern coast. Also, we think that the development of the Northern Sea Route is very important, moreover, the Chinese party shows interest in this new transport corridor,” said Mr Sokolov.
As well as Russia, Kazakhstan has bright prospects in railway cooperation with China.
Both the volume of traffic and the number of transit corridors are growing steadily between the two countries, Askar Mamin, president of national railway company KTZ said in an interview with Xinhua during the 2nd International Transport and Logistics business forum entitled “The New Silk Road”, held in Astana this autumn.
In the first nine months of this year, the volume of traffic by rail between the two countries increased by 20 percent year-on-year. Mamin pointed out that Kazakhstan and China have done a lot to actively promote bilateral cooperation in railways.
Under agreements signed between Kazakhstan and China, the Kazakh railway firm and the Lianyungang Port in east China’s Jiangsu province will co-establish a container logistics center to facilitate the distribution of goods between Kazakhstan and Japan, South Korea, and Southeastern Asian countries via the Lianyungang harbor.
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While Russian economy faces slowdown and rail operators are struggling to make both ends meet, some kinds of cargo traffic are on the rise. Rapidly changing environment is not only challenging, but also gives chances the national transport system can and must use.
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[DETAIL_TEXT] => While Russian economy faces slowdown and rail operators are struggling to make both ends meet, some kinds of cargo traffic are on the rise. Rapidly changing environment is not only challenging, but also gives chances the national transport system can and must use.
In 2012, the total international transportation volume of large- and medium containers via the Transsib amounted to 554,000 TEU, almost 20% up on 2011. There was a 17.5% increase in eight months in 2013. Despite significant growth rates, a little more than 1% of the total container freight flow between Western Europe and Asia is carried via Russia.
If the trend is overcome, and 600,000-800,000 transit containers are attracted to the Transsib, additional revenue for Russian transport companies could amount to $2 billion per annum. Obviously, these are the volumes and revenues we can get after the relevant conditions for the development of export-import and transit potential of the Transsib are created (pp. 10-13).
State-of-the-art infrastructure will be constructed on the Transsib in the future. Terminal and logistics centres will be built in Yekaterinburg, Novosibirsk, Irkutsk, and other cities in order to increase the efficiency of transport and logistics operations and speed up the flow of goods between Europe, Russia, the CIS countries, and the Asian and Pacific regions. Total investment in the BAM and the Transsib by 2018 will be RUB 562 billion. These infrastructure projects along with organisational and technical improvements will achieve an important strategic national objective – to increase the amount of international freight transportation via the Russian railway network (pp. 14-16). A whole package of measures has been carried out by Russian Railways to develop the infrastructure in the RF: sections of the Transsib were electrified, bridges and tunnels were reconstructed, large marshalling yards and port stations were built and reconstructed. The RF Government adjusted the scheme of funding the modernisation of the Trans-Siberian and Baikal-Amur Mainlines till 2018. When these decisions are put into practice, it will remove bottle-necks and stimulate the further development of container transportation.
Another point of growth is, and rather surprisingly, the Northern Sea Route which saw a boom in transit shipping in 2013. Over 614 permissions for navigation via the Arctic route were granted in 2013, much more than in the previous year (just over 400 permissions). During the navigation, 94 vessels carrying foreign flags sailed via the Northern Sea Route, of which 35 were of the 4th and the 5th ice class, i.e. had strengthened ship hulls, and two ships from the Arctia Shipping company designed specially to be used in the Arctic. For the sake of comparison, only 46 transit vessels sailed via the NSR in 2012, 34 in 2011, and four in 2010. The new route greatly reduces costs for transportation. It allows diversifying such risk as piracy. From this viewpoint, the NSR is safer than sailing via southern seas, where ships can be attacked by pirates near the shore of Somalia between Indonesia and Malaysia. Also, the year of 2013 showed that the political situation in Europe can be unstable (pp. 42-44).
Regarding 2013 breakthroughs we must speak of the doubled-decked passenger cars that have recently appeared on the RZD’s network too. Over few past years RZD succeeded in delivering new level of services to passenger by putting into service high-speed trains “Sapsan”, “Lastochka” and “Allegro”. The double-deckers are opening a new age in passenger transportation in Russia bringing significant benefits both to customers and the company by reducing costs and travel time (p. 7).
The transport landscape in Russia and other parts of the world is changing, and amid recession signs we can see some successful strategies, so it’s a good reason to step into 2014 with optimistic mood. Next year our readers will see a new RZD-Partner International magazine with a focus on global topics. And we have already started doing this, the issue you’re reading now contains a new block “International” with interesting articles and exclusive interviews (pp. 34-39).
Ivan Stupachenko
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In 2012, the total international transportation volume of large- and medium containers via the Transsib amounted to 554,000 TEU, almost 20% up on 2011. There was a 17.5% increase in eight months in 2013. Despite significant growth rates, a little more than 1% of the total container freight flow between Western Europe and Asia is carried via Russia.
If the trend is overcome, and 600,000-800,000 transit containers are attracted to the Transsib, additional revenue for Russian transport companies could amount to $2 billion per annum. Obviously, these are the volumes and revenues we can get after the relevant conditions for the development of export-import and transit potential of the Transsib are created (pp. 10-13).
State-of-the-art infrastructure will be constructed on the Transsib in the future. Terminal and logistics centres will be built in Yekaterinburg, Novosibirsk, Irkutsk, and other cities in order to increase the efficiency of transport and logistics operations and speed up the flow of goods between Europe, Russia, the CIS countries, and the Asian and Pacific regions. Total investment in the BAM and the Transsib by 2018 will be RUB 562 billion. These infrastructure projects along with organisational and technical improvements will achieve an important strategic national objective – to increase the amount of international freight transportation via the Russian railway network (pp. 14-16). A whole package of measures has been carried out by Russian Railways to develop the infrastructure in the RF: sections of the Transsib were electrified, bridges and tunnels were reconstructed, large marshalling yards and port stations were built and reconstructed. The RF Government adjusted the scheme of funding the modernisation of the Trans-Siberian and Baikal-Amur Mainlines till 2018. When these decisions are put into practice, it will remove bottle-necks and stimulate the further development of container transportation.
Another point of growth is, and rather surprisingly, the Northern Sea Route which saw a boom in transit shipping in 2013. Over 614 permissions for navigation via the Arctic route were granted in 2013, much more than in the previous year (just over 400 permissions). During the navigation, 94 vessels carrying foreign flags sailed via the Northern Sea Route, of which 35 were of the 4th and the 5th ice class, i.e. had strengthened ship hulls, and two ships from the Arctia Shipping company designed specially to be used in the Arctic. For the sake of comparison, only 46 transit vessels sailed via the NSR in 2012, 34 in 2011, and four in 2010. The new route greatly reduces costs for transportation. It allows diversifying such risk as piracy. From this viewpoint, the NSR is safer than sailing via southern seas, where ships can be attacked by pirates near the shore of Somalia between Indonesia and Malaysia. Also, the year of 2013 showed that the political situation in Europe can be unstable (pp. 42-44).
Regarding 2013 breakthroughs we must speak of the doubled-decked passenger cars that have recently appeared on the RZD’s network too. Over few past years RZD succeeded in delivering new level of services to passenger by putting into service high-speed trains “Sapsan”, “Lastochka” and “Allegro”. The double-deckers are opening a new age in passenger transportation in Russia bringing significant benefits both to customers and the company by reducing costs and travel time (p. 7).
The transport landscape in Russia and other parts of the world is changing, and amid recession signs we can see some successful strategies, so it’s a good reason to step into 2014 with optimistic mood. Next year our readers will see a new RZD-Partner International magazine with a focus on global topics. And we have already started doing this, the issue you’re reading now contains a new block “International” with interesting articles and exclusive interviews (pp. 34-39).
Ivan Stupachenko
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[DETAIL_TEXT] => While Russian economy faces slowdown and rail operators are struggling to make both ends meet, some kinds of cargo traffic are on the rise. Rapidly changing environment is not only challenging, but also gives chances the national transport system can and must use.
In 2012, the total international transportation volume of large- and medium containers via the Transsib amounted to 554,000 TEU, almost 20% up on 2011. There was a 17.5% increase in eight months in 2013. Despite significant growth rates, a little more than 1% of the total container freight flow between Western Europe and Asia is carried via Russia.
If the trend is overcome, and 600,000-800,000 transit containers are attracted to the Transsib, additional revenue for Russian transport companies could amount to $2 billion per annum. Obviously, these are the volumes and revenues we can get after the relevant conditions for the development of export-import and transit potential of the Transsib are created (pp. 10-13).
State-of-the-art infrastructure will be constructed on the Transsib in the future. Terminal and logistics centres will be built in Yekaterinburg, Novosibirsk, Irkutsk, and other cities in order to increase the efficiency of transport and logistics operations and speed up the flow of goods between Europe, Russia, the CIS countries, and the Asian and Pacific regions. Total investment in the BAM and the Transsib by 2018 will be RUB 562 billion. These infrastructure projects along with organisational and technical improvements will achieve an important strategic national objective – to increase the amount of international freight transportation via the Russian railway network (pp. 14-16). A whole package of measures has been carried out by Russian Railways to develop the infrastructure in the RF: sections of the Transsib were electrified, bridges and tunnels were reconstructed, large marshalling yards and port stations were built and reconstructed. The RF Government adjusted the scheme of funding the modernisation of the Trans-Siberian and Baikal-Amur Mainlines till 2018. When these decisions are put into practice, it will remove bottle-necks and stimulate the further development of container transportation.
Another point of growth is, and rather surprisingly, the Northern Sea Route which saw a boom in transit shipping in 2013. Over 614 permissions for navigation via the Arctic route were granted in 2013, much more than in the previous year (just over 400 permissions). During the navigation, 94 vessels carrying foreign flags sailed via the Northern Sea Route, of which 35 were of the 4th and the 5th ice class, i.e. had strengthened ship hulls, and two ships from the Arctia Shipping company designed specially to be used in the Arctic. For the sake of comparison, only 46 transit vessels sailed via the NSR in 2012, 34 in 2011, and four in 2010. The new route greatly reduces costs for transportation. It allows diversifying such risk as piracy. From this viewpoint, the NSR is safer than sailing via southern seas, where ships can be attacked by pirates near the shore of Somalia between Indonesia and Malaysia. Also, the year of 2013 showed that the political situation in Europe can be unstable (pp. 42-44).
Regarding 2013 breakthroughs we must speak of the doubled-decked passenger cars that have recently appeared on the RZD’s network too. Over few past years RZD succeeded in delivering new level of services to passenger by putting into service high-speed trains “Sapsan”, “Lastochka” and “Allegro”. The double-deckers are opening a new age in passenger transportation in Russia bringing significant benefits both to customers and the company by reducing costs and travel time (p. 7).
The transport landscape in Russia and other parts of the world is changing, and amid recession signs we can see some successful strategies, so it’s a good reason to step into 2014 with optimistic mood. Next year our readers will see a new RZD-Partner International magazine with a focus on global topics. And we have already started doing this, the issue you’re reading now contains a new block “International” with interesting articles and exclusive interviews (pp. 34-39).
Ivan Stupachenko
[~DETAIL_TEXT] => While Russian economy faces slowdown and rail operators are struggling to make both ends meet, some kinds of cargo traffic are on the rise. Rapidly changing environment is not only challenging, but also gives chances the national transport system can and must use.
In 2012, the total international transportation volume of large- and medium containers via the Transsib amounted to 554,000 TEU, almost 20% up on 2011. There was a 17.5% increase in eight months in 2013. Despite significant growth rates, a little more than 1% of the total container freight flow between Western Europe and Asia is carried via Russia.
If the trend is overcome, and 600,000-800,000 transit containers are attracted to the Transsib, additional revenue for Russian transport companies could amount to $2 billion per annum. Obviously, these are the volumes and revenues we can get after the relevant conditions for the development of export-import and transit potential of the Transsib are created (pp. 10-13).
State-of-the-art infrastructure will be constructed on the Transsib in the future. Terminal and logistics centres will be built in Yekaterinburg, Novosibirsk, Irkutsk, and other cities in order to increase the efficiency of transport and logistics operations and speed up the flow of goods between Europe, Russia, the CIS countries, and the Asian and Pacific regions. Total investment in the BAM and the Transsib by 2018 will be RUB 562 billion. These infrastructure projects along with organisational and technical improvements will achieve an important strategic national objective – to increase the amount of international freight transportation via the Russian railway network (pp. 14-16). A whole package of measures has been carried out by Russian Railways to develop the infrastructure in the RF: sections of the Transsib were electrified, bridges and tunnels were reconstructed, large marshalling yards and port stations were built and reconstructed. The RF Government adjusted the scheme of funding the modernisation of the Trans-Siberian and Baikal-Amur Mainlines till 2018. When these decisions are put into practice, it will remove bottle-necks and stimulate the further development of container transportation.
Another point of growth is, and rather surprisingly, the Northern Sea Route which saw a boom in transit shipping in 2013. Over 614 permissions for navigation via the Arctic route were granted in 2013, much more than in the previous year (just over 400 permissions). During the navigation, 94 vessels carrying foreign flags sailed via the Northern Sea Route, of which 35 were of the 4th and the 5th ice class, i.e. had strengthened ship hulls, and two ships from the Arctia Shipping company designed specially to be used in the Arctic. For the sake of comparison, only 46 transit vessels sailed via the NSR in 2012, 34 in 2011, and four in 2010. The new route greatly reduces costs for transportation. It allows diversifying such risk as piracy. From this viewpoint, the NSR is safer than sailing via southern seas, where ships can be attacked by pirates near the shore of Somalia between Indonesia and Malaysia. Also, the year of 2013 showed that the political situation in Europe can be unstable (pp. 42-44).
Regarding 2013 breakthroughs we must speak of the doubled-decked passenger cars that have recently appeared on the RZD’s network too. Over few past years RZD succeeded in delivering new level of services to passenger by putting into service high-speed trains “Sapsan”, “Lastochka” and “Allegro”. The double-deckers are opening a new age in passenger transportation in Russia bringing significant benefits both to customers and the company by reducing costs and travel time (p. 7).
The transport landscape in Russia and other parts of the world is changing, and amid recession signs we can see some successful strategies, so it’s a good reason to step into 2014 with optimistic mood. Next year our readers will see a new RZD-Partner International magazine with a focus on global topics. And we have already started doing this, the issue you’re reading now contains a new block “International” with interesting articles and exclusive interviews (pp. 34-39).
Ivan Stupachenko
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[ELEMENT_META_DESCRIPTION] => <p>While Russian economy faces slowdown and rail operators are struggling to make both ends meet, some kinds of cargo traffic are on the rise. Rapidly changing environment is not only challenging, but also gives chances the national transport system can and must use.</p>
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[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Editorial
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Editorial
)
)
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