III КВАРТАЛ 2022Г. - 55 баллов
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- Mr.Andreyev, could you tell us about the history of the enterprise and the major stages of its development?
- Novorossiysk Transport Holding JSC was founded in 2001. Its founder is a multiprofile corporation of respectable reputation not only in Russia but also abroad. One of the major targets of the company is providing transport-forwarding services and organization of different sorts of cargo handling in the Novorossiysk commercial sea port. The company started its business activities on the transport market by providing services on scrap and perishable goods transportation. The volume of transported cargo at the first stage made only 300 thousand tons per year.
In 2002 Novorossiysk Transport Holding JSC started its major business activities - grain and seeds handling. At present, it is the leading direction for us making over 50 % of the major cargo flow.
- Which problems did the developing company have to face and how did you manage to find your niche on the transport services market?
- At the first stage of development, it was very difficult to force our way into the transport market and compete with respectable competitors. But step by step our company started to expand its activities, acquire knowledge of competition market, make contacts with cargo owners and offer our services. The port of Novorossiysk is much more advantageous for cargo export to the Middle East and South-East than the port of Saint-Petersburg. At first, many customers didn't want to work in Novorossyisk, as some time before the port was believed to be unreliable, but our company broke this stereotype and proved we could handle cargo in a stable and guaranteed way. Thus, Novorossiysk Transport Holding JSC offered their clients a mutually profitable and reliable cooperation.
At present, our company is developing dynamically and performs as one of the leading in the port. During the period from 2001 to 2004, the turnover of forwarded cargo grew up to 2000 thousand tons per year, and in 2005 some 7 million tons of cargo was forwarded.
During the company's development period there was held thorough evaluation of the working process in the port of Novorossiysk, in order to improve our results. The conclusion we made was the following one: besides port forwarding activities, there should function a railway forwarder, as all logistics of cargo transportation is directly influenced by a coordinated cooperation between the railway and the port. Also, it was decided to launch a sea agent- company that would service vessels in the port. To help our client, we provided a charter broker that would find vessels for customers wishing to transport cargo from anywhere in Russia abroad. Thus, a whole complex of "door-to-door" services was implemented.
We've found reliable partners among famous shipping companies and container services, as well as their agents in the ports. Our permanent clients are such well-known in Russia and in the world companies as Glencore International AG, Agrico, Silvesterstone, Mair Group of companies etc.
- In your opinion, in what way are forwarding activities in the South region unique?
- This port choice for our company's activities can be explained by the fact that the very Novorossiysk commercial sea port is the leader among sea ports of Russia and the Baltic countries in cargo turnover and technical equipment. The quality and speed of cargo handling there allows to service Russia's foreign trade with South and South-Eastern Asia, countries of the Mediterranean, America and Africa.
The major issue that needs an urgent solution is the opportunity for railway and the port of Novorossiysk to handle the constantly growing cargo flow. To solve the problem, we need help from the Government and the state. This must result in strengthening of the transport junction and, probably, in the construction of one more junction.
- For one thing modern logistic can assist in solving the problem of growing cargo flows. What is your holding's contribution here?
- At the beginning of 2005, our company, together with the authorities of the Severo-Kavkazskaya (North-Caucasian) railway OAO RZD affiliate and Novorossiysk Commercial Sea Port JSC, managed to launch a more efficient logistic scheme of grain handling by "direct variant": railway car-vessel. For this very reason there was worked out a scheme of empty grain locomotives delivery to each linear elevator considering loading intensity. We also considered different terms of cargo delivery to the port of Novorossiysk, where all the preliminary work should be completed on time: vessels for grain load should be ready ready and all the issues coordinated to avoid idling. The nature of the "direct variant" is defined by the fact that cargo is unloaded not on the berth, like we do with oil and other cargo, but right from "the wheels". Firstly, this scheme was used for Panamaxes. The result was achieved due to the coordinated functioning of railway, port staff and forwarders. As a result of carefully planned work, the company could handle some 2 million tons of grain via Novorossiysk commercial sea port, which was twice as much as earlier. These data are the greatest achievement not only for Novorossiysk Transport Holding JSC, but also for the Severo-Kavkazskaya (North-Caucasian) railway OAO RZD and the Novorossiysk Commercial Sea Port JSC.
Interviewed by Olesya Angelova
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- Mr.Andreyev, could you tell us about the history of the enterprise and the major stages of its development?
- Novorossiysk Transport Holding JSC was founded in 2001. Its founder is a multiprofile corporation of respectable reputation not only in Russia but also abroad. One of the major targets of the company is providing transport-forwarding services and organization of different sorts of cargo handling in the Novorossiysk commercial sea port. The company started its business activities on the transport market by providing services on scrap and perishable goods transportation. The volume of transported cargo at the first stage made only 300 thousand tons per year.
In 2002 Novorossiysk Transport Holding JSC started its major business activities - grain and seeds handling. At present, it is the leading direction for us making over 50 % of the major cargo flow.
- Which problems did the developing company have to face and how did you manage to find your niche on the transport services market?
- At the first stage of development, it was very difficult to force our way into the transport market and compete with respectable competitors. But step by step our company started to expand its activities, acquire knowledge of competition market, make contacts with cargo owners and offer our services. The port of Novorossiysk is much more advantageous for cargo export to the Middle East and South-East than the port of Saint-Petersburg. At first, many customers didn't want to work in Novorossyisk, as some time before the port was believed to be unreliable, but our company broke this stereotype and proved we could handle cargo in a stable and guaranteed way. Thus, Novorossiysk Transport Holding JSC offered their clients a mutually profitable and reliable cooperation.
At present, our company is developing dynamically and performs as one of the leading in the port. During the period from 2001 to 2004, the turnover of forwarded cargo grew up to 2000 thousand tons per year, and in 2005 some 7 million tons of cargo was forwarded.
During the company's development period there was held thorough evaluation of the working process in the port of Novorossiysk, in order to improve our results. The conclusion we made was the following one: besides port forwarding activities, there should function a railway forwarder, as all logistics of cargo transportation is directly influenced by a coordinated cooperation between the railway and the port. Also, it was decided to launch a sea agent- company that would service vessels in the port. To help our client, we provided a charter broker that would find vessels for customers wishing to transport cargo from anywhere in Russia abroad. Thus, a whole complex of "door-to-door" services was implemented.
We've found reliable partners among famous shipping companies and container services, as well as their agents in the ports. Our permanent clients are such well-known in Russia and in the world companies as Glencore International AG, Agrico, Silvesterstone, Mair Group of companies etc.
- In your opinion, in what way are forwarding activities in the South region unique?
- This port choice for our company's activities can be explained by the fact that the very Novorossiysk commercial sea port is the leader among sea ports of Russia and the Baltic countries in cargo turnover and technical equipment. The quality and speed of cargo handling there allows to service Russia's foreign trade with South and South-Eastern Asia, countries of the Mediterranean, America and Africa.
The major issue that needs an urgent solution is the opportunity for railway and the port of Novorossiysk to handle the constantly growing cargo flow. To solve the problem, we need help from the Government and the state. This must result in strengthening of the transport junction and, probably, in the construction of one more junction.
- For one thing modern logistic can assist in solving the problem of growing cargo flows. What is your holding's contribution here?
- At the beginning of 2005, our company, together with the authorities of the Severo-Kavkazskaya (North-Caucasian) railway OAO RZD affiliate and Novorossiysk Commercial Sea Port JSC, managed to launch a more efficient logistic scheme of grain handling by "direct variant": railway car-vessel. For this very reason there was worked out a scheme of empty grain locomotives delivery to each linear elevator considering loading intensity. We also considered different terms of cargo delivery to the port of Novorossiysk, where all the preliminary work should be completed on time: vessels for grain load should be ready ready and all the issues coordinated to avoid idling. The nature of the "direct variant" is defined by the fact that cargo is unloaded not on the berth, like we do with oil and other cargo, but right from "the wheels". Firstly, this scheme was used for Panamaxes. The result was achieved due to the coordinated functioning of railway, port staff and forwarders. As a result of carefully planned work, the company could handle some 2 million tons of grain via Novorossiysk commercial sea port, which was twice as much as earlier. These data are the greatest achievement not only for Novorossiysk Transport Holding JSC, but also for the Severo-Kavkazskaya (North-Caucasian) railway OAO RZD and the Novorossiysk Commercial Sea Port JSC.
Interviewed by Olesya Angelova
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- Mr.Andreyev, could you tell us about the history of the enterprise and the major stages of its development?
- Novorossiysk Transport Holding JSC was founded in 2001. Its founder is a multiprofile corporation of respectable reputation not only in Russia but also abroad. One of the major targets of the company is providing transport-forwarding services and organization of different sorts of cargo handling in the Novorossiysk commercial sea port. The company started its business activities on the transport market by providing services on scrap and perishable goods transportation. The volume of transported cargo at the first stage made only 300 thousand tons per year.
In 2002 Novorossiysk Transport Holding JSC started its major business activities - grain and seeds handling. At present, it is the leading direction for us making over 50 % of the major cargo flow.
- Which problems did the developing company have to face and how did you manage to find your niche on the transport services market?
- At the first stage of development, it was very difficult to force our way into the transport market and compete with respectable competitors. But step by step our company started to expand its activities, acquire knowledge of competition market, make contacts with cargo owners and offer our services. The port of Novorossiysk is much more advantageous for cargo export to the Middle East and South-East than the port of Saint-Petersburg. At first, many customers didn't want to work in Novorossyisk, as some time before the port was believed to be unreliable, but our company broke this stereotype and proved we could handle cargo in a stable and guaranteed way. Thus, Novorossiysk Transport Holding JSC offered their clients a mutually profitable and reliable cooperation.
At present, our company is developing dynamically and performs as one of the leading in the port. During the period from 2001 to 2004, the turnover of forwarded cargo grew up to 2000 thousand tons per year, and in 2005 some 7 million tons of cargo was forwarded.
During the company's development period there was held thorough evaluation of the working process in the port of Novorossiysk, in order to improve our results. The conclusion we made was the following one: besides port forwarding activities, there should function a railway forwarder, as all logistics of cargo transportation is directly influenced by a coordinated cooperation between the railway and the port. Also, it was decided to launch a sea agent- company that would service vessels in the port. To help our client, we provided a charter broker that would find vessels for customers wishing to transport cargo from anywhere in Russia abroad. Thus, a whole complex of "door-to-door" services was implemented.
We've found reliable partners among famous shipping companies and container services, as well as their agents in the ports. Our permanent clients are such well-known in Russia and in the world companies as Glencore International AG, Agrico, Silvesterstone, Mair Group of companies etc.
- In your opinion, in what way are forwarding activities in the South region unique?
- This port choice for our company's activities can be explained by the fact that the very Novorossiysk commercial sea port is the leader among sea ports of Russia and the Baltic countries in cargo turnover and technical equipment. The quality and speed of cargo handling there allows to service Russia's foreign trade with South and South-Eastern Asia, countries of the Mediterranean, America and Africa.
The major issue that needs an urgent solution is the opportunity for railway and the port of Novorossiysk to handle the constantly growing cargo flow. To solve the problem, we need help from the Government and the state. This must result in strengthening of the transport junction and, probably, in the construction of one more junction.
- For one thing modern logistic can assist in solving the problem of growing cargo flows. What is your holding's contribution here?
- At the beginning of 2005, our company, together with the authorities of the Severo-Kavkazskaya (North-Caucasian) railway OAO RZD affiliate and Novorossiysk Commercial Sea Port JSC, managed to launch a more efficient logistic scheme of grain handling by "direct variant": railway car-vessel. For this very reason there was worked out a scheme of empty grain locomotives delivery to each linear elevator considering loading intensity. We also considered different terms of cargo delivery to the port of Novorossiysk, where all the preliminary work should be completed on time: vessels for grain load should be ready ready and all the issues coordinated to avoid idling. The nature of the "direct variant" is defined by the fact that cargo is unloaded not on the berth, like we do with oil and other cargo, but right from "the wheels". Firstly, this scheme was used for Panamaxes. The result was achieved due to the coordinated functioning of railway, port staff and forwarders. As a result of carefully planned work, the company could handle some 2 million tons of grain via Novorossiysk commercial sea port, which was twice as much as earlier. These data are the greatest achievement not only for Novorossiysk Transport Holding JSC, but also for the Severo-Kavkazskaya (North-Caucasian) railway OAO RZD and the Novorossiysk Commercial Sea Port JSC.
Interviewed by Olesya Angelova
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- Mr.Andreyev, could you tell us about the history of the enterprise and the major stages of its development?
- Novorossiysk Transport Holding JSC was founded in 2001. Its founder is a multiprofile corporation of respectable reputation not only in Russia but also abroad. One of the major targets of the company is providing transport-forwarding services and organization of different sorts of cargo handling in the Novorossiysk commercial sea port. The company started its business activities on the transport market by providing services on scrap and perishable goods transportation. The volume of transported cargo at the first stage made only 300 thousand tons per year.
In 2002 Novorossiysk Transport Holding JSC started its major business activities - grain and seeds handling. At present, it is the leading direction for us making over 50 % of the major cargo flow.
- Which problems did the developing company have to face and how did you manage to find your niche on the transport services market?
- At the first stage of development, it was very difficult to force our way into the transport market and compete with respectable competitors. But step by step our company started to expand its activities, acquire knowledge of competition market, make contacts with cargo owners and offer our services. The port of Novorossiysk is much more advantageous for cargo export to the Middle East and South-East than the port of Saint-Petersburg. At first, many customers didn't want to work in Novorossyisk, as some time before the port was believed to be unreliable, but our company broke this stereotype and proved we could handle cargo in a stable and guaranteed way. Thus, Novorossiysk Transport Holding JSC offered their clients a mutually profitable and reliable cooperation.
At present, our company is developing dynamically and performs as one of the leading in the port. During the period from 2001 to 2004, the turnover of forwarded cargo grew up to 2000 thousand tons per year, and in 2005 some 7 million tons of cargo was forwarded.
During the company's development period there was held thorough evaluation of the working process in the port of Novorossiysk, in order to improve our results. The conclusion we made was the following one: besides port forwarding activities, there should function a railway forwarder, as all logistics of cargo transportation is directly influenced by a coordinated cooperation between the railway and the port. Also, it was decided to launch a sea agent- company that would service vessels in the port. To help our client, we provided a charter broker that would find vessels for customers wishing to transport cargo from anywhere in Russia abroad. Thus, a whole complex of "door-to-door" services was implemented.
We've found reliable partners among famous shipping companies and container services, as well as their agents in the ports. Our permanent clients are such well-known in Russia and in the world companies as Glencore International AG, Agrico, Silvesterstone, Mair Group of companies etc.
- In your opinion, in what way are forwarding activities in the South region unique?
- This port choice for our company's activities can be explained by the fact that the very Novorossiysk commercial sea port is the leader among sea ports of Russia and the Baltic countries in cargo turnover and technical equipment. The quality and speed of cargo handling there allows to service Russia's foreign trade with South and South-Eastern Asia, countries of the Mediterranean, America and Africa.
The major issue that needs an urgent solution is the opportunity for railway and the port of Novorossiysk to handle the constantly growing cargo flow. To solve the problem, we need help from the Government and the state. This must result in strengthening of the transport junction and, probably, in the construction of one more junction.
- For one thing modern logistic can assist in solving the problem of growing cargo flows. What is your holding's contribution here?
- At the beginning of 2005, our company, together with the authorities of the Severo-Kavkazskaya (North-Caucasian) railway OAO RZD affiliate and Novorossiysk Commercial Sea Port JSC, managed to launch a more efficient logistic scheme of grain handling by "direct variant": railway car-vessel. For this very reason there was worked out a scheme of empty grain locomotives delivery to each linear elevator considering loading intensity. We also considered different terms of cargo delivery to the port of Novorossiysk, where all the preliminary work should be completed on time: vessels for grain load should be ready ready and all the issues coordinated to avoid idling. The nature of the "direct variant" is defined by the fact that cargo is unloaded not on the berth, like we do with oil and other cargo, but right from "the wheels". Firstly, this scheme was used for Panamaxes. The result was achieved due to the coordinated functioning of railway, port staff and forwarders. As a result of carefully planned work, the company could handle some 2 million tons of grain via Novorossiysk commercial sea port, which was twice as much as earlier. These data are the greatest achievement not only for Novorossiysk Transport Holding JSC, but also for the Severo-Kavkazskaya (North-Caucasian) railway OAO RZD and the Novorossiysk Commercial Sea Port JSC.
Interviewed by Olesya Angelova
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[DETAIL_TEXT] => Delo group of companies mainly operates in the port of Novorossiysk. "The Southern Gates of Russia", the port of Novorossiysk is a transport junction, where the most important Russian and international cargoes are handled. Among them containers take a special position.
The holding company Delo started to specialize in container transportation 10 years ago. 10 years ago we staked on this type of transportation and our choice was not an accidental one. The analysis of the transport market development tendencies enables us to state that the economic growth and change in the international trade structure stimulate the increase of demand for container transportation. In 2002-2004, the annual growth of container transportation volume amounted to 50%.
Nowadays the container section of Delo group of companies is the largest container group in the Southern region of Russia and one of the biggest in the country. It unites activities of such companies as OOO Ruscon, OOO RusYugExport, OOO Transcontainer, OOO Russian Container Company, OOO Russian Transport Company, and OOO Russian Container. OOO Ruscon is the managing company of the section. Nowadays the companies incorporated into the holding company Delo handle up to 50% of the container throughput of the port of Novorossiysk, which amounted to 162,000 TEU in 2005.
The network of our affiliates includes 8 offices and 20 sub-agencies in Russia and the CIS. In several years, our own general cargo terminals specializing in container handling will be built in the Moscow region and the Leningradskaya Oblast. Besides, we plan to create a network of intermodal container terminals on the territory of Russia. As a result, the company will become an operator and a forwarder in possession of a developed high-tech transport infrastructure in the largest Russian transport junctions.
However, the growth of the company's activities in different regions does not mean that we pay little attention to investment and development of our capacities in Novorossiysk. Constant renewal of equipment, purchase of modern reachstackers, tractors, cranes, reconstruction of the port terminal, increase of the company's park of terminal tractors, implementation of an efficient system of cargo registration at warehouses - the company would not be able to succeed without any of these.
If the project of purchase railway (fitting) platforms and locomotives goes ahead, we plan to launch speeded-up block trains connecting the port of Novorossiysk with the key places of destination of basic freight flows. Thus, the delivery time and the cost of transportation will significantly reduce. Taking into account the potential of the holding's stevedoring companies, we will be able to offer a through rate on cargo delivery from vessel board to the place of destination. Besides, when the second main track is put into operation and the railway receiving-dispatching park "B" is constructed, a Center of Container Services (a large terminal with the total area of 20 hectares) in the port of Novorossiysk will be created. With its help, the group of companies Delo will be able to launch a unique scheme of container and other general cargoes transportation from the port terminal to any place in the port.
Our main partners are such globally recognized container lines as ZIM, Happag-Lloyd, MSC, Maersk, Senator, as well as regional transporters such as Sea Consortium, CMNI, and BSCS. A developed system of the carrier's functioning, high quality of services at reasonable prices, as well as use of innovative schemes when forming freight flows, are especially important for our partners. We, for example, have implemented and patented a unique technology of grain loading from wagons into containers for further transportation. Besides, our specialists have developed a scheme of loading isotropic steel into containers. The holding company believes that it is important to stimulate and develop the employees' potential. We face difficult targets. For example, carrying out the investment programme for OAO "NUTEP", which represents the stevedoring container sector of the holding company, envisages the annual growth of the company's throughput to 500,000 TEU by 2015. We plan to carry out the project step-by-step, extending berth №39, reconstructing the back areas, partial use of ZAO Portholding territory, changing the technology of work with containers to start using gantry cranes instead of reachstackers), constructing a receiving-dispatching railway park etc.
OAO "NUTEP" has been cooperating with one of the top transport companies - MSC line - since April 2004. Last year Maersk container line became another reliable partner of the company. As a result, the share of the containerized cargoes handled by OAO "NUTEP" will increase from 30% to 70% in 2006. Besides, we plan to start servicing container vessels with the carrying capacity of 4,000 TEU.
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If the project of purchase railway (fitting) platforms and locomotives goes ahead, we plan to launch speeded-up block trains connecting the port of Novorossiysk with the key places of destination of basic freight flows. Thus, the delivery time and the cost of transportation will significantly reduce. Taking into account the potential of the holding's stevedoring companies, we will be able to offer a through rate on cargo delivery from vessel board to the place of destination. Besides, when the second main track is put into operation and the railway receiving-dispatching park "B" is constructed, a Center of Container Services (a large terminal with the total area of 20 hectares) in the port of Novorossiysk will be created. With its help, the group of companies Delo will be able to launch a unique scheme of container and other general cargoes transportation from the port terminal to any place in the port.
Our main partners are such globally recognized container lines as ZIM, Happag-Lloyd, MSC, Maersk, Senator, as well as regional transporters such as Sea Consortium, CMNI, and BSCS. A developed system of the carrier's functioning, high quality of services at reasonable prices, as well as use of innovative schemes when forming freight flows, are especially important for our partners. We, for example, have implemented and patented a unique technology of grain loading from wagons into containers for further transportation. Besides, our specialists have developed a scheme of loading isotropic steel into containers. The holding company believes that it is important to stimulate and develop the employees' potential. We face difficult targets. For example, carrying out the investment programme for OAO "NUTEP", which represents the stevedoring container sector of the holding company, envisages the annual growth of the company's throughput to 500,000 TEU by 2015. We plan to carry out the project step-by-step, extending berth №39, reconstructing the back areas, partial use of ZAO Portholding territory, changing the technology of work with containers to start using gantry cranes instead of reachstackers), constructing a receiving-dispatching railway park etc.
OAO "NUTEP" has been cooperating with one of the top transport companies - MSC line - since April 2004. Last year Maersk container line became another reliable partner of the company. As a result, the share of the containerized cargoes handled by OAO "NUTEP" will increase from 30% to 70% in 2006. Besides, we plan to start servicing container vessels with the carrying capacity of 4,000 TEU.
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Nowadays the container section of Delo group of companies is the largest container group in the Southern region of Russia and one of the biggest in the country. It unites activities of such companies as OOO Ruscon, OOO RusYugExport, OOO Transcontainer, OOO Russian Container Company, OOO Russian Transport Company, and OOO Russian Container. OOO Ruscon is the managing company of the section. Nowadays the companies incorporated into the holding company Delo handle up to 50% of the container throughput of the port of Novorossiysk, which amounted to 162,000 TEU in 2005.
The network of our affiliates includes 8 offices and 20 sub-agencies in Russia and the CIS. In several years, our own general cargo terminals specializing in container handling will be built in the Moscow region and the Leningradskaya Oblast. Besides, we plan to create a network of intermodal container terminals on the territory of Russia. As a result, the company will become an operator and a forwarder in possession of a developed high-tech transport infrastructure in the largest Russian transport junctions.
However, the growth of the company's activities in different regions does not mean that we pay little attention to investment and development of our capacities in Novorossiysk. Constant renewal of equipment, purchase of modern reachstackers, tractors, cranes, reconstruction of the port terminal, increase of the company's park of terminal tractors, implementation of an efficient system of cargo registration at warehouses - the company would not be able to succeed without any of these.
If the project of purchase railway (fitting) platforms and locomotives goes ahead, we plan to launch speeded-up block trains connecting the port of Novorossiysk with the key places of destination of basic freight flows. Thus, the delivery time and the cost of transportation will significantly reduce. Taking into account the potential of the holding's stevedoring companies, we will be able to offer a through rate on cargo delivery from vessel board to the place of destination. Besides, when the second main track is put into operation and the railway receiving-dispatching park "B" is constructed, a Center of Container Services (a large terminal with the total area of 20 hectares) in the port of Novorossiysk will be created. With its help, the group of companies Delo will be able to launch a unique scheme of container and other general cargoes transportation from the port terminal to any place in the port.
Our main partners are such globally recognized container lines as ZIM, Happag-Lloyd, MSC, Maersk, Senator, as well as regional transporters such as Sea Consortium, CMNI, and BSCS. A developed system of the carrier's functioning, high quality of services at reasonable prices, as well as use of innovative schemes when forming freight flows, are especially important for our partners. We, for example, have implemented and patented a unique technology of grain loading from wagons into containers for further transportation. Besides, our specialists have developed a scheme of loading isotropic steel into containers. The holding company believes that it is important to stimulate and develop the employees' potential. We face difficult targets. For example, carrying out the investment programme for OAO "NUTEP", which represents the stevedoring container sector of the holding company, envisages the annual growth of the company's throughput to 500,000 TEU by 2015. We plan to carry out the project step-by-step, extending berth №39, reconstructing the back areas, partial use of ZAO Portholding territory, changing the technology of work with containers to start using gantry cranes instead of reachstackers), constructing a receiving-dispatching railway park etc.
OAO "NUTEP" has been cooperating with one of the top transport companies - MSC line - since April 2004. Last year Maersk container line became another reliable partner of the company. As a result, the share of the containerized cargoes handled by OAO "NUTEP" will increase from 30% to 70% in 2006. Besides, we plan to start servicing container vessels with the carrying capacity of 4,000 TEU.
However, it will be possible, only if there are serious investments into the projects. For example, to carry out the programme of OAO "NUTEP" development, at least USD 10 billion is required. Our calculations proved the profitability and the payback of the investments. Construction of high-tech terminals, use of modern schemes for freight handling, complex organization of transportation are the conditions enabling Russian transport companies to keep the existing freight flows, in spite of planned by OAO RZD tariffs unification before Russia joins the WTO.
[~DETAIL_TEXT] => Delo group of companies mainly operates in the port of Novorossiysk. "The Southern Gates of Russia", the port of Novorossiysk is a transport junction, where the most important Russian and international cargoes are handled. Among them containers take a special position.
The holding company Delo started to specialize in container transportation 10 years ago. 10 years ago we staked on this type of transportation and our choice was not an accidental one. The analysis of the transport market development tendencies enables us to state that the economic growth and change in the international trade structure stimulate the increase of demand for container transportation. In 2002-2004, the annual growth of container transportation volume amounted to 50%.
Nowadays the container section of Delo group of companies is the largest container group in the Southern region of Russia and one of the biggest in the country. It unites activities of such companies as OOO Ruscon, OOO RusYugExport, OOO Transcontainer, OOO Russian Container Company, OOO Russian Transport Company, and OOO Russian Container. OOO Ruscon is the managing company of the section. Nowadays the companies incorporated into the holding company Delo handle up to 50% of the container throughput of the port of Novorossiysk, which amounted to 162,000 TEU in 2005.
The network of our affiliates includes 8 offices and 20 sub-agencies in Russia and the CIS. In several years, our own general cargo terminals specializing in container handling will be built in the Moscow region and the Leningradskaya Oblast. Besides, we plan to create a network of intermodal container terminals on the territory of Russia. As a result, the company will become an operator and a forwarder in possession of a developed high-tech transport infrastructure in the largest Russian transport junctions.
However, the growth of the company's activities in different regions does not mean that we pay little attention to investment and development of our capacities in Novorossiysk. Constant renewal of equipment, purchase of modern reachstackers, tractors, cranes, reconstruction of the port terminal, increase of the company's park of terminal tractors, implementation of an efficient system of cargo registration at warehouses - the company would not be able to succeed without any of these.
If the project of purchase railway (fitting) platforms and locomotives goes ahead, we plan to launch speeded-up block trains connecting the port of Novorossiysk with the key places of destination of basic freight flows. Thus, the delivery time and the cost of transportation will significantly reduce. Taking into account the potential of the holding's stevedoring companies, we will be able to offer a through rate on cargo delivery from vessel board to the place of destination. Besides, when the second main track is put into operation and the railway receiving-dispatching park "B" is constructed, a Center of Container Services (a large terminal with the total area of 20 hectares) in the port of Novorossiysk will be created. With its help, the group of companies Delo will be able to launch a unique scheme of container and other general cargoes transportation from the port terminal to any place in the port.
Our main partners are such globally recognized container lines as ZIM, Happag-Lloyd, MSC, Maersk, Senator, as well as regional transporters such as Sea Consortium, CMNI, and BSCS. A developed system of the carrier's functioning, high quality of services at reasonable prices, as well as use of innovative schemes when forming freight flows, are especially important for our partners. We, for example, have implemented and patented a unique technology of grain loading from wagons into containers for further transportation. Besides, our specialists have developed a scheme of loading isotropic steel into containers. The holding company believes that it is important to stimulate and develop the employees' potential. We face difficult targets. For example, carrying out the investment programme for OAO "NUTEP", which represents the stevedoring container sector of the holding company, envisages the annual growth of the company's throughput to 500,000 TEU by 2015. We plan to carry out the project step-by-step, extending berth №39, reconstructing the back areas, partial use of ZAO Portholding territory, changing the technology of work with containers to start using gantry cranes instead of reachstackers), constructing a receiving-dispatching railway park etc.
OAO "NUTEP" has been cooperating with one of the top transport companies - MSC line - since April 2004. Last year Maersk container line became another reliable partner of the company. As a result, the share of the containerized cargoes handled by OAO "NUTEP" will increase from 30% to 70% in 2006. Besides, we plan to start servicing container vessels with the carrying capacity of 4,000 TEU.
However, it will be possible, only if there are serious investments into the projects. For example, to carry out the programme of OAO "NUTEP" development, at least USD 10 billion is required. Our calculations proved the profitability and the payback of the investments. Construction of high-tech terminals, use of modern schemes for freight handling, complex organization of transportation are the conditions enabling Russian transport companies to keep the existing freight flows, in spite of planned by OAO RZD tariffs unification before Russia joins the WTO.
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OOO Delo-Center Director General |
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Reasons for growth
In 2005 the cargo turnover of the South basin ports increased by 11.7% (dry bulk by 29.3%, liquid by 5.7%). The volume of dry bulk handling grew basically at the expense of increase of ferrous metal export, ore, coal, chemical fertilizers, grain and timber and logs. Increase in import was made at the expense of growth of refrigerated cargo and general cargo. The major reason for both export and import growth was cargo handling by ISO containers - 43.2% and 16.7% respectively.
As a result, the ports of Novorossiysk and Tuapse took leading positions. Thus, the port of Novorosyissk increased its liquid bulk volume by 1.5%, handled via oil region and modernized the 5th berth, and its dry bulk grew by 29.8%. Also, the export of ferrous metals, grain, ore, chemical fertilizers and transit non-ferrous metals boosted. At the same time, a certain decrease was indicated for handling volumes of export sugar, non-ferrous metals, metal scrap, transit ferrous metals, transit and import ISO containers.
In Tuapse the cargo turnover growth was acheived at the expense of dry bulk cargo (+20.5%), including the increase of export ferrous metals, grain, and import sugar.
At the same time, in the port of Taganrog, despite the general drop of export dry bulk, export liquid bulk rose at 7.3 times and containers increased by 14.9%. In the port of Makhachkala, export liquid bulk decreased at 2.7 times and dry bulk by 31.8%, which led to the general drop of handling volumes.
Within the Framework of Strategic Development
At present, the Novorossiysk transport junction is a leader in the South basin. According to the forecast made in sub-programme of the Federal target programme , in 2010 the aggregate handling volume here will amount to over 95 million tons of different types of cargo. Liquid bulk dominates in the turnover of the port of Novorossiysk and takes 70% of general cargo turnover. Containerization is to contribute significantly to general cargo increase. Thus, according to the above-mentioned forecast, container handling volume will reach 6 million tons by 2010. Renovation of old handling complexes and the construction of new ones will assist in handling growing cargo flows.
Strengthening of the second important port of the region - the port of Tuapse - will follow due to oil handling complex development and grain handling technology improvement with the use of a direct scheme.
In the cargo turnover of the Russian South basin ports specific cargoes are emerging. They are ammonia and liquefied gas. These cargoes, as well as oil and products, require the construction of handling complexes capable to provide obligatory sanitary-protection zones and deep-waters for servicing specialized vessels. Thus, at present, with the help of OTEKO JSC, a new project of sea terminals construction for handling oil, oil products and liquefied gas is being carried out in the port of Zhelezny Rog (Taman peninsula). This complex is to be of 10.5 million tons capacity per year. Absence of such terminals in the region was the major push for the terminal construction. The demand for such terminals is obvious as there is none for liquefied hydrocarbon gas (LHG) transported within multimodal mode; moreover, the Black Sea coast of Russia has poor terminal capacities to handle fuel oil. LHG and fuel oil complex will consist of two independent technological complexes, i.e. LHG base and oil products base. The terminal capacities are planned to receive, store and export one million tons of LHG (including 750 thousand tons of propane and 250 thousand tons of butane) and three million tons of fuel oil per annum.
These cargoes export from Kazakhstan and Russia to the Taman handling complex will be implemented by railways. At present, this produce is exported via the Ukrainian ports of Odessa and Sevastopol, as well as via the Baltic Sea Gates. As experts foresee, after the terminal construction is completed, some part of this cargo flow, including LHG and fuel oil, will reroute to the Taman peninsula, resulting partially from oil and gas production boost in Russia and Kazakhstan.
At the same time, one of the key problems to solve is the undeveloped transport system of the Taman peninsula. Railway carrying capacity for these sectors can operate only the present-day cargo flow volume and is insufficient for the planned growth.
The port of Makhachkala is the only non-freezing port of Russia in the Caspian region comprising two terminals for dry and oil bulk handling. It is also up for development, as there arises the necessity to form cargo flows that would add to the North-South transport corridor with latitudinal directions. Thus, the Makhachkala port capacities will increase by 4 million tons per year (dry bulk terminal) and 10 million tons per year (oil bulk terminal).
What about accesses?
Meanwhile, port capacities enhance envisage adequate port stations and motor ways development. In this respect, the most persuasive situation is the one at the port of Novorossyisk. Unfortunately, the port's present-day infrastructure of handling and warehouse capacities, as well as railway accesses and technologies of cooperation between railways and the port, can't provide cargo flows with the required level of transport-logistic servicing at all stages of port logistic cycle. This negatively influences a great number of other aspects in the port's functioning: the day unloading rate is now only 400 cars, while the actual need is over 1000 cars; the port's dependence on unfavorable weather conditions results in the simultaneous idling of several thousand of cars on all available accesses to both the port of Novorossiysk and Novorossiysk railway station. Moreover, it is still necessary to wait for the customer's confirmation of unloading results in the use of the long handling cycle ; the term storage of consignments is long, which causes a deficit of port warehouse capacities.
On the other hand, the situation is heated by the competition with the ports of Ukraine. The fact that Russian handling capacities in the Black Sea region fall behind the growth of foreign trade cargo flows causes the unwanted re-routing of the latter to the Ukrainian ports.
At the same time, the Tsemessk bay, due to its geographical parameters, as well as developed transport accesses, offers the most promising opportunity for rapid development of the Russian handling capacities in the Black Sea region. Analyzing prospects and problems of the Novorossiysk transport junction, as well as considering different business plans that envisage development of separate objects of infrastructure, experts of Rusecotrans JSC worked out a complex approach to the port transport junction improvement. The starting point of the project envisages the development of the Novorossiysk transport junction railway net. This includes the upgrade of status for Abinskaya station making it a port export station; the construction of a single railway track from the port of Novorossiysk to Kabardinka along the shore of the bay, and the launch of an infrastructure traffic system within the Novorossiysk transport junction.
The development of a motor way net is equally important. It would envisage the construction of a viaduct starting from the federal motor way М-25 in a western suburb of Novorissyisk, passing above the city and joining the federal way М-27 in the area of , the eastern suburb of Novorossyisk. Also, a sector of the motor way between М-4 (Achinsk area) and М-27 (Kabardinka area) will be constructed.
The approximate cost of the project amounts to RUR 11 billion. At present, the project developers are working on its technical-economic foundation: the launch of the project will attract tens of billions rubles from exporters, transport-logistic companies, as well as Russian and foreign investors for the development of the port transport-logistic infrastructure.
Olesya Angelova
[~DETAIL_TEXT] =>
Reasons for growth
In 2005 the cargo turnover of the South basin ports increased by 11.7% (dry bulk by 29.3%, liquid by 5.7%). The volume of dry bulk handling grew basically at the expense of increase of ferrous metal export, ore, coal, chemical fertilizers, grain and timber and logs. Increase in import was made at the expense of growth of refrigerated cargo and general cargo. The major reason for both export and import growth was cargo handling by ISO containers - 43.2% and 16.7% respectively.
As a result, the ports of Novorossiysk and Tuapse took leading positions. Thus, the port of Novorosyissk increased its liquid bulk volume by 1.5%, handled via oil region and modernized the 5th berth, and its dry bulk grew by 29.8%. Also, the export of ferrous metals, grain, ore, chemical fertilizers and transit non-ferrous metals boosted. At the same time, a certain decrease was indicated for handling volumes of export sugar, non-ferrous metals, metal scrap, transit ferrous metals, transit and import ISO containers.
In Tuapse the cargo turnover growth was acheived at the expense of dry bulk cargo (+20.5%), including the increase of export ferrous metals, grain, and import sugar.
At the same time, in the port of Taganrog, despite the general drop of export dry bulk, export liquid bulk rose at 7.3 times and containers increased by 14.9%. In the port of Makhachkala, export liquid bulk decreased at 2.7 times and dry bulk by 31.8%, which led to the general drop of handling volumes.
Within the Framework of Strategic Development
At present, the Novorossiysk transport junction is a leader in the South basin. According to the forecast made in sub-programme of the Federal target programme , in 2010 the aggregate handling volume here will amount to over 95 million tons of different types of cargo. Liquid bulk dominates in the turnover of the port of Novorossiysk and takes 70% of general cargo turnover. Containerization is to contribute significantly to general cargo increase. Thus, according to the above-mentioned forecast, container handling volume will reach 6 million tons by 2010. Renovation of old handling complexes and the construction of new ones will assist in handling growing cargo flows.
Strengthening of the second important port of the region - the port of Tuapse - will follow due to oil handling complex development and grain handling technology improvement with the use of a direct scheme.
In the cargo turnover of the Russian South basin ports specific cargoes are emerging. They are ammonia and liquefied gas. These cargoes, as well as oil and products, require the construction of handling complexes capable to provide obligatory sanitary-protection zones and deep-waters for servicing specialized vessels. Thus, at present, with the help of OTEKO JSC, a new project of sea terminals construction for handling oil, oil products and liquefied gas is being carried out in the port of Zhelezny Rog (Taman peninsula). This complex is to be of 10.5 million tons capacity per year. Absence of such terminals in the region was the major push for the terminal construction. The demand for such terminals is obvious as there is none for liquefied hydrocarbon gas (LHG) transported within multimodal mode; moreover, the Black Sea coast of Russia has poor terminal capacities to handle fuel oil. LHG and fuel oil complex will consist of two independent technological complexes, i.e. LHG base and oil products base. The terminal capacities are planned to receive, store and export one million tons of LHG (including 750 thousand tons of propane and 250 thousand tons of butane) and three million tons of fuel oil per annum.
These cargoes export from Kazakhstan and Russia to the Taman handling complex will be implemented by railways. At present, this produce is exported via the Ukrainian ports of Odessa and Sevastopol, as well as via the Baltic Sea Gates. As experts foresee, after the terminal construction is completed, some part of this cargo flow, including LHG and fuel oil, will reroute to the Taman peninsula, resulting partially from oil and gas production boost in Russia and Kazakhstan.
At the same time, one of the key problems to solve is the undeveloped transport system of the Taman peninsula. Railway carrying capacity for these sectors can operate only the present-day cargo flow volume and is insufficient for the planned growth.
The port of Makhachkala is the only non-freezing port of Russia in the Caspian region comprising two terminals for dry and oil bulk handling. It is also up for development, as there arises the necessity to form cargo flows that would add to the North-South transport corridor with latitudinal directions. Thus, the Makhachkala port capacities will increase by 4 million tons per year (dry bulk terminal) and 10 million tons per year (oil bulk terminal).
What about accesses?
Meanwhile, port capacities enhance envisage adequate port stations and motor ways development. In this respect, the most persuasive situation is the one at the port of Novorossyisk. Unfortunately, the port's present-day infrastructure of handling and warehouse capacities, as well as railway accesses and technologies of cooperation between railways and the port, can't provide cargo flows with the required level of transport-logistic servicing at all stages of port logistic cycle. This negatively influences a great number of other aspects in the port's functioning: the day unloading rate is now only 400 cars, while the actual need is over 1000 cars; the port's dependence on unfavorable weather conditions results in the simultaneous idling of several thousand of cars on all available accesses to both the port of Novorossiysk and Novorossiysk railway station. Moreover, it is still necessary to wait for the customer's confirmation of unloading results in the use of the long handling cycle ; the term storage of consignments is long, which causes a deficit of port warehouse capacities.
On the other hand, the situation is heated by the competition with the ports of Ukraine. The fact that Russian handling capacities in the Black Sea region fall behind the growth of foreign trade cargo flows causes the unwanted re-routing of the latter to the Ukrainian ports.
At the same time, the Tsemessk bay, due to its geographical parameters, as well as developed transport accesses, offers the most promising opportunity for rapid development of the Russian handling capacities in the Black Sea region. Analyzing prospects and problems of the Novorossiysk transport junction, as well as considering different business plans that envisage development of separate objects of infrastructure, experts of Rusecotrans JSC worked out a complex approach to the port transport junction improvement. The starting point of the project envisages the development of the Novorossiysk transport junction railway net. This includes the upgrade of status for Abinskaya station making it a port export station; the construction of a single railway track from the port of Novorossiysk to Kabardinka along the shore of the bay, and the launch of an infrastructure traffic system within the Novorossiysk transport junction.
The development of a motor way net is equally important. It would envisage the construction of a viaduct starting from the federal motor way М-25 in a western suburb of Novorissyisk, passing above the city and joining the federal way М-27 in the area of , the eastern suburb of Novorossyisk. Also, a sector of the motor way between М-4 (Achinsk area) and М-27 (Kabardinka area) will be constructed.
The approximate cost of the project amounts to RUR 11 billion. At present, the project developers are working on its technical-economic foundation: the launch of the project will attract tens of billions rubles from exporters, transport-logistic companies, as well as Russian and foreign investors for the development of the port transport-logistic infrastructure.
Olesya Angelova
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[DETAIL_TEXT] =>
Reasons for growth
In 2005 the cargo turnover of the South basin ports increased by 11.7% (dry bulk by 29.3%, liquid by 5.7%). The volume of dry bulk handling grew basically at the expense of increase of ferrous metal export, ore, coal, chemical fertilizers, grain and timber and logs. Increase in import was made at the expense of growth of refrigerated cargo and general cargo. The major reason for both export and import growth was cargo handling by ISO containers - 43.2% and 16.7% respectively.
As a result, the ports of Novorossiysk and Tuapse took leading positions. Thus, the port of Novorosyissk increased its liquid bulk volume by 1.5%, handled via oil region and modernized the 5th berth, and its dry bulk grew by 29.8%. Also, the export of ferrous metals, grain, ore, chemical fertilizers and transit non-ferrous metals boosted. At the same time, a certain decrease was indicated for handling volumes of export sugar, non-ferrous metals, metal scrap, transit ferrous metals, transit and import ISO containers.
In Tuapse the cargo turnover growth was acheived at the expense of dry bulk cargo (+20.5%), including the increase of export ferrous metals, grain, and import sugar.
At the same time, in the port of Taganrog, despite the general drop of export dry bulk, export liquid bulk rose at 7.3 times and containers increased by 14.9%. In the port of Makhachkala, export liquid bulk decreased at 2.7 times and dry bulk by 31.8%, which led to the general drop of handling volumes.
Within the Framework of Strategic Development
At present, the Novorossiysk transport junction is a leader in the South basin. According to the forecast made in sub-programme of the Federal target programme , in 2010 the aggregate handling volume here will amount to over 95 million tons of different types of cargo. Liquid bulk dominates in the turnover of the port of Novorossiysk and takes 70% of general cargo turnover. Containerization is to contribute significantly to general cargo increase. Thus, according to the above-mentioned forecast, container handling volume will reach 6 million tons by 2010. Renovation of old handling complexes and the construction of new ones will assist in handling growing cargo flows.
Strengthening of the second important port of the region - the port of Tuapse - will follow due to oil handling complex development and grain handling technology improvement with the use of a direct scheme.
In the cargo turnover of the Russian South basin ports specific cargoes are emerging. They are ammonia and liquefied gas. These cargoes, as well as oil and products, require the construction of handling complexes capable to provide obligatory sanitary-protection zones and deep-waters for servicing specialized vessels. Thus, at present, with the help of OTEKO JSC, a new project of sea terminals construction for handling oil, oil products and liquefied gas is being carried out in the port of Zhelezny Rog (Taman peninsula). This complex is to be of 10.5 million tons capacity per year. Absence of such terminals in the region was the major push for the terminal construction. The demand for such terminals is obvious as there is none for liquefied hydrocarbon gas (LHG) transported within multimodal mode; moreover, the Black Sea coast of Russia has poor terminal capacities to handle fuel oil. LHG and fuel oil complex will consist of two independent technological complexes, i.e. LHG base and oil products base. The terminal capacities are planned to receive, store and export one million tons of LHG (including 750 thousand tons of propane and 250 thousand tons of butane) and three million tons of fuel oil per annum.
These cargoes export from Kazakhstan and Russia to the Taman handling complex will be implemented by railways. At present, this produce is exported via the Ukrainian ports of Odessa and Sevastopol, as well as via the Baltic Sea Gates. As experts foresee, after the terminal construction is completed, some part of this cargo flow, including LHG and fuel oil, will reroute to the Taman peninsula, resulting partially from oil and gas production boost in Russia and Kazakhstan.
At the same time, one of the key problems to solve is the undeveloped transport system of the Taman peninsula. Railway carrying capacity for these sectors can operate only the present-day cargo flow volume and is insufficient for the planned growth.
The port of Makhachkala is the only non-freezing port of Russia in the Caspian region comprising two terminals for dry and oil bulk handling. It is also up for development, as there arises the necessity to form cargo flows that would add to the North-South transport corridor with latitudinal directions. Thus, the Makhachkala port capacities will increase by 4 million tons per year (dry bulk terminal) and 10 million tons per year (oil bulk terminal).
What about accesses?
Meanwhile, port capacities enhance envisage adequate port stations and motor ways development. In this respect, the most persuasive situation is the one at the port of Novorossyisk. Unfortunately, the port's present-day infrastructure of handling and warehouse capacities, as well as railway accesses and technologies of cooperation between railways and the port, can't provide cargo flows with the required level of transport-logistic servicing at all stages of port logistic cycle. This negatively influences a great number of other aspects in the port's functioning: the day unloading rate is now only 400 cars, while the actual need is over 1000 cars; the port's dependence on unfavorable weather conditions results in the simultaneous idling of several thousand of cars on all available accesses to both the port of Novorossiysk and Novorossiysk railway station. Moreover, it is still necessary to wait for the customer's confirmation of unloading results in the use of the long handling cycle ; the term storage of consignments is long, which causes a deficit of port warehouse capacities.
On the other hand, the situation is heated by the competition with the ports of Ukraine. The fact that Russian handling capacities in the Black Sea region fall behind the growth of foreign trade cargo flows causes the unwanted re-routing of the latter to the Ukrainian ports.
At the same time, the Tsemessk bay, due to its geographical parameters, as well as developed transport accesses, offers the most promising opportunity for rapid development of the Russian handling capacities in the Black Sea region. Analyzing prospects and problems of the Novorossiysk transport junction, as well as considering different business plans that envisage development of separate objects of infrastructure, experts of Rusecotrans JSC worked out a complex approach to the port transport junction improvement. The starting point of the project envisages the development of the Novorossiysk transport junction railway net. This includes the upgrade of status for Abinskaya station making it a port export station; the construction of a single railway track from the port of Novorossiysk to Kabardinka along the shore of the bay, and the launch of an infrastructure traffic system within the Novorossiysk transport junction.
The development of a motor way net is equally important. It would envisage the construction of a viaduct starting from the federal motor way М-25 in a western suburb of Novorissyisk, passing above the city and joining the federal way М-27 in the area of , the eastern suburb of Novorossyisk. Also, a sector of the motor way between М-4 (Achinsk area) and М-27 (Kabardinka area) will be constructed.
The approximate cost of the project amounts to RUR 11 billion. At present, the project developers are working on its technical-economic foundation: the launch of the project will attract tens of billions rubles from exporters, transport-logistic companies, as well as Russian and foreign investors for the development of the port transport-logistic infrastructure.
Olesya Angelova
[~DETAIL_TEXT] =>
Reasons for growth
In 2005 the cargo turnover of the South basin ports increased by 11.7% (dry bulk by 29.3%, liquid by 5.7%). The volume of dry bulk handling grew basically at the expense of increase of ferrous metal export, ore, coal, chemical fertilizers, grain and timber and logs. Increase in import was made at the expense of growth of refrigerated cargo and general cargo. The major reason for both export and import growth was cargo handling by ISO containers - 43.2% and 16.7% respectively.
As a result, the ports of Novorossiysk and Tuapse took leading positions. Thus, the port of Novorosyissk increased its liquid bulk volume by 1.5%, handled via oil region and modernized the 5th berth, and its dry bulk grew by 29.8%. Also, the export of ferrous metals, grain, ore, chemical fertilizers and transit non-ferrous metals boosted. At the same time, a certain decrease was indicated for handling volumes of export sugar, non-ferrous metals, metal scrap, transit ferrous metals, transit and import ISO containers.
In Tuapse the cargo turnover growth was acheived at the expense of dry bulk cargo (+20.5%), including the increase of export ferrous metals, grain, and import sugar.
At the same time, in the port of Taganrog, despite the general drop of export dry bulk, export liquid bulk rose at 7.3 times and containers increased by 14.9%. In the port of Makhachkala, export liquid bulk decreased at 2.7 times and dry bulk by 31.8%, which led to the general drop of handling volumes.
Within the Framework of Strategic Development
At present, the Novorossiysk transport junction is a leader in the South basin. According to the forecast made in sub-programme of the Federal target programme , in 2010 the aggregate handling volume here will amount to over 95 million tons of different types of cargo. Liquid bulk dominates in the turnover of the port of Novorossiysk and takes 70% of general cargo turnover. Containerization is to contribute significantly to general cargo increase. Thus, according to the above-mentioned forecast, container handling volume will reach 6 million tons by 2010. Renovation of old handling complexes and the construction of new ones will assist in handling growing cargo flows.
Strengthening of the second important port of the region - the port of Tuapse - will follow due to oil handling complex development and grain handling technology improvement with the use of a direct scheme.
In the cargo turnover of the Russian South basin ports specific cargoes are emerging. They are ammonia and liquefied gas. These cargoes, as well as oil and products, require the construction of handling complexes capable to provide obligatory sanitary-protection zones and deep-waters for servicing specialized vessels. Thus, at present, with the help of OTEKO JSC, a new project of sea terminals construction for handling oil, oil products and liquefied gas is being carried out in the port of Zhelezny Rog (Taman peninsula). This complex is to be of 10.5 million tons capacity per year. Absence of such terminals in the region was the major push for the terminal construction. The demand for such terminals is obvious as there is none for liquefied hydrocarbon gas (LHG) transported within multimodal mode; moreover, the Black Sea coast of Russia has poor terminal capacities to handle fuel oil. LHG and fuel oil complex will consist of two independent technological complexes, i.e. LHG base and oil products base. The terminal capacities are planned to receive, store and export one million tons of LHG (including 750 thousand tons of propane and 250 thousand tons of butane) and three million tons of fuel oil per annum.
These cargoes export from Kazakhstan and Russia to the Taman handling complex will be implemented by railways. At present, this produce is exported via the Ukrainian ports of Odessa and Sevastopol, as well as via the Baltic Sea Gates. As experts foresee, after the terminal construction is completed, some part of this cargo flow, including LHG and fuel oil, will reroute to the Taman peninsula, resulting partially from oil and gas production boost in Russia and Kazakhstan.
At the same time, one of the key problems to solve is the undeveloped transport system of the Taman peninsula. Railway carrying capacity for these sectors can operate only the present-day cargo flow volume and is insufficient for the planned growth.
The port of Makhachkala is the only non-freezing port of Russia in the Caspian region comprising two terminals for dry and oil bulk handling. It is also up for development, as there arises the necessity to form cargo flows that would add to the North-South transport corridor with latitudinal directions. Thus, the Makhachkala port capacities will increase by 4 million tons per year (dry bulk terminal) and 10 million tons per year (oil bulk terminal).
What about accesses?
Meanwhile, port capacities enhance envisage adequate port stations and motor ways development. In this respect, the most persuasive situation is the one at the port of Novorossyisk. Unfortunately, the port's present-day infrastructure of handling and warehouse capacities, as well as railway accesses and technologies of cooperation between railways and the port, can't provide cargo flows with the required level of transport-logistic servicing at all stages of port logistic cycle. This negatively influences a great number of other aspects in the port's functioning: the day unloading rate is now only 400 cars, while the actual need is over 1000 cars; the port's dependence on unfavorable weather conditions results in the simultaneous idling of several thousand of cars on all available accesses to both the port of Novorossiysk and Novorossiysk railway station. Moreover, it is still necessary to wait for the customer's confirmation of unloading results in the use of the long handling cycle ; the term storage of consignments is long, which causes a deficit of port warehouse capacities.
On the other hand, the situation is heated by the competition with the ports of Ukraine. The fact that Russian handling capacities in the Black Sea region fall behind the growth of foreign trade cargo flows causes the unwanted re-routing of the latter to the Ukrainian ports.
At the same time, the Tsemessk bay, due to its geographical parameters, as well as developed transport accesses, offers the most promising opportunity for rapid development of the Russian handling capacities in the Black Sea region. Analyzing prospects and problems of the Novorossiysk transport junction, as well as considering different business plans that envisage development of separate objects of infrastructure, experts of Rusecotrans JSC worked out a complex approach to the port transport junction improvement. The starting point of the project envisages the development of the Novorossiysk transport junction railway net. This includes the upgrade of status for Abinskaya station making it a port export station; the construction of a single railway track from the port of Novorossiysk to Kabardinka along the shore of the bay, and the launch of an infrastructure traffic system within the Novorossiysk transport junction.
The development of a motor way net is equally important. It would envisage the construction of a viaduct starting from the federal motor way М-25 in a western suburb of Novorissyisk, passing above the city and joining the federal way М-27 in the area of , the eastern suburb of Novorossyisk. Also, a sector of the motor way between М-4 (Achinsk area) and М-27 (Kabardinka area) will be constructed.
The approximate cost of the project amounts to RUR 11 billion. At present, the project developers are working on its technical-economic foundation: the launch of the project will attract tens of billions rubles from exporters, transport-logistic companies, as well as Russian and foreign investors for the development of the port transport-logistic infrastructure.
Olesya Angelova
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[DETAIL_TEXT] =>
Cars not Infrastructures Compete
Firstly, the project of the third stage of the reform was presented for consideration and generally approved at the session of the OAO RZD Board in late January. It should be reminded that the Reform Programme approved by the Government in May 2001 envisages the following arrangements. The first stage was aimed at separating the state regulation functions and economic activities with a further formation of the single economic subject OAO RZD onthe basis of the railway complex(2001-2002). The second stage was devoted to independent types of activities separation, including passenger transportation (2003-2005). The third stage focuses on converting the majority of cargo car park to private property and forming a competitive market in the sector of cargo transportation, as well as in other types of activities (this concerns the infrastructure at a lesser degree).
Among the issues envisaged by the Programme specifically for the third stage, there were the necessities "to evaluate expediency and methods of total organizational separation of infrastructure from transportation activities" and "to consider a possibility of creating several competitive vertically-integrated railway companies". Thus, the Programme offers to the reformers the chance to choose the final structural model that would assist in developing competitiveness within cargo transportation in a most efficient way.
It should be mentioned that the launch of several vertically-integrated companies (even in the most developed European part of the net) can only be seen in a very remote perspective. At the same time, the prospect of creating competition between independent private and state companies possessing cars seems to be more realistic.
It is quite significant that before Vladimir Yakunin took the post of the President of the company last June, the issue of singling the transportation business out of the OAO RZD structure was believed to be premature and not of crucial importance. However, already in November the new President at the session of the RF Government announced his intention to separate a big cargo company with the capital stock worth USD 4 billion out of OAO RZD, with the aim of its further sale and investing the money in the development of the infrastructure.
Tariff to be deregulated, shares to be sold
This issue emerged again in January 2006 at the session of the OAO RZD Board when discussing targets, tasks, content, and basic arrangements of the third stage of the reform. In particular, there was expressed an idea that today's macroeconomic situation in the country and the transport sector itself makes it possible and even obliges to use new tactic decisions, under condition that the basic targets and tasks of the Programme remain unchanged. "Co-ordinated actions of OAO RZD, the RF Government and the State Duma on budget financing give a chance to start the implementation of one of the basic Programme's points, i.e. the organizational separation of transportation from infrastructure. The creation of a powerful competitive cargo company will allow us to solve some crucial problems", Boris Lapidus, Senior Vice-President of the company stated.
Among immediate profits of such a step were mentioned the following: firstly, the opportunity for the cargo company to use deregulated car components of the tariff, secondly, the opportunity to attract investment via an efficient positioning of the affiliates' shares on the stock market.
The most important aspect of this plan is the target situation of OAO RZD and its separated businesses by 2010. Mr.Lapidus defined it as "an efficient, diversified, mixed holding, competitive on the world transport market and capable to provide maintenance and development of railway infrastructure and rational control of its affiliates".
According to the OAO RZD plan, the mother company will include such activities as infrastructure services and its maintenance, locomotive haulage and its repairs by depots, technical servicing of cargo and passenger cars during runs. Other businesses will be totally or partially separated into affiliates and subdued companies, though they will be controlled by corporate methods, including stock shares.
OAO RZD President Vladimir Yakunin emphasized this aspect and warned against a "mechanistic understanding of infrastructure and transportation businesses separation". "We separate an activity, but, at the same time, we keep it within the holding. Because the structure of the holding makes it possible not to lose profits from cargo transportation, using methods of control for financial flows, we can reach the situation when its lion's share is controlled from the central office", he clarified.
Possible Models
Now it is not quite clear what status the company separated from OAO RZD will have and if it will be a "carrier" or a "rolling stock operator". The problem is that, according to the Russian legislation, these two transport market subjects have both similarities and differences. Both of them should possess cars to transport cargo and obtain their profits basically from the car component of the tariff (and if they use their own locomotive haulage - then from the locomotive component as well).
However, a "carrier" is a company that functions on the basis of public agreement: it assumes responsibility for delivering cargo entrusted to it by the goods consignor to a certain destination and hands it in to the consignee. One more condition should be observed: its public status obliges a carrier to accept any cargo in any point of the railway net.
A "rolling stock operator", in its turn, only provides its own cars and does not assume any responsibility for cargo transportation. It only participates in the implementation of the transportation process on the terms of a contract concluded with a carrier. This contract is not of a public agreement nature.
At present in Russia, OAO RZD performs as the only carrier in the country and simultaneously as the owner of the infrastructure. Due to this fact, the company functions in the system of fixed tariffs. However, operators, who are not numerous, work in the tariff system where the infrastructure component is fixed but the car component is flexible.
The separation of the basic cargo company out of OAO RZD can follow both the "operator" and the "carrier" models. The first one is obviously easier. Following this scheme, OAO RZD remains a public carrier and operator companies, including the separated from OAO RZD cargo company, compete with each other on the market of rolling stock lease. Nevertheless, we can not speak of a separation between transportation and infrastructure businesses in OAO RZD in thismodel, but there is no need to do it immediately. On the other hand, such a scheme allows to reach targets set by OAO RZD (deregulation of the car component for the separated cargo company and investment attraction) with the least damage for the fully formed structural and technological model of functioning.
Another model to follow is when the company becomes a carrier. In this case, one faces a more complex situation. The question to ask is whether the separated company could become a public carrier equal to OAO RZD in this respect. To reach this target, the separated company should be given the whole sale system of OAO RZD and other services. In this case, it is practically impossible to speak of competition in the transportation sector and an adequate market. Little hope should be laid on the fact that the car component of the tariff of such a dominating company on the railway transportation market can be deregulated with no painful consequences for transport economy.
Summing Up
What is an optimal path to take? It is still being searched. The authorized bodies are to submit a coordinated project of the Plan of arrangements to the Government by April, 1. As early as in late June the document should be approved by the Government Bill.
Nevertheless, even now it is clear that quite soon the stock market will offer shares of a big railway company, whose capitalization will only be increasing in the future.
Good news for investors!
Andrey Guryev
[~DETAIL_TEXT] =>
Cars not Infrastructures Compete
Firstly, the project of the third stage of the reform was presented for consideration and generally approved at the session of the OAO RZD Board in late January. It should be reminded that the Reform Programme approved by the Government in May 2001 envisages the following arrangements. The first stage was aimed at separating the state regulation functions and economic activities with a further formation of the single economic subject OAO RZD onthe basis of the railway complex(2001-2002). The second stage was devoted to independent types of activities separation, including passenger transportation (2003-2005). The third stage focuses on converting the majority of cargo car park to private property and forming a competitive market in the sector of cargo transportation, as well as in other types of activities (this concerns the infrastructure at a lesser degree).
Among the issues envisaged by the Programme specifically for the third stage, there were the necessities "to evaluate expediency and methods of total organizational separation of infrastructure from transportation activities" and "to consider a possibility of creating several competitive vertically-integrated railway companies". Thus, the Programme offers to the reformers the chance to choose the final structural model that would assist in developing competitiveness within cargo transportation in a most efficient way.
It should be mentioned that the launch of several vertically-integrated companies (even in the most developed European part of the net) can only be seen in a very remote perspective. At the same time, the prospect of creating competition between independent private and state companies possessing cars seems to be more realistic.
It is quite significant that before Vladimir Yakunin took the post of the President of the company last June, the issue of singling the transportation business out of the OAO RZD structure was believed to be premature and not of crucial importance. However, already in November the new President at the session of the RF Government announced his intention to separate a big cargo company with the capital stock worth USD 4 billion out of OAO RZD, with the aim of its further sale and investing the money in the development of the infrastructure.
Tariff to be deregulated, shares to be sold
This issue emerged again in January 2006 at the session of the OAO RZD Board when discussing targets, tasks, content, and basic arrangements of the third stage of the reform. In particular, there was expressed an idea that today's macroeconomic situation in the country and the transport sector itself makes it possible and even obliges to use new tactic decisions, under condition that the basic targets and tasks of the Programme remain unchanged. "Co-ordinated actions of OAO RZD, the RF Government and the State Duma on budget financing give a chance to start the implementation of one of the basic Programme's points, i.e. the organizational separation of transportation from infrastructure. The creation of a powerful competitive cargo company will allow us to solve some crucial problems", Boris Lapidus, Senior Vice-President of the company stated.
Among immediate profits of such a step were mentioned the following: firstly, the opportunity for the cargo company to use deregulated car components of the tariff, secondly, the opportunity to attract investment via an efficient positioning of the affiliates' shares on the stock market.
The most important aspect of this plan is the target situation of OAO RZD and its separated businesses by 2010. Mr.Lapidus defined it as "an efficient, diversified, mixed holding, competitive on the world transport market and capable to provide maintenance and development of railway infrastructure and rational control of its affiliates".
According to the OAO RZD plan, the mother company will include such activities as infrastructure services and its maintenance, locomotive haulage and its repairs by depots, technical servicing of cargo and passenger cars during runs. Other businesses will be totally or partially separated into affiliates and subdued companies, though they will be controlled by corporate methods, including stock shares.
OAO RZD President Vladimir Yakunin emphasized this aspect and warned against a "mechanistic understanding of infrastructure and transportation businesses separation". "We separate an activity, but, at the same time, we keep it within the holding. Because the structure of the holding makes it possible not to lose profits from cargo transportation, using methods of control for financial flows, we can reach the situation when its lion's share is controlled from the central office", he clarified.
Possible Models
Now it is not quite clear what status the company separated from OAO RZD will have and if it will be a "carrier" or a "rolling stock operator". The problem is that, according to the Russian legislation, these two transport market subjects have both similarities and differences. Both of them should possess cars to transport cargo and obtain their profits basically from the car component of the tariff (and if they use their own locomotive haulage - then from the locomotive component as well).
However, a "carrier" is a company that functions on the basis of public agreement: it assumes responsibility for delivering cargo entrusted to it by the goods consignor to a certain destination and hands it in to the consignee. One more condition should be observed: its public status obliges a carrier to accept any cargo in any point of the railway net.
A "rolling stock operator", in its turn, only provides its own cars and does not assume any responsibility for cargo transportation. It only participates in the implementation of the transportation process on the terms of a contract concluded with a carrier. This contract is not of a public agreement nature.
At present in Russia, OAO RZD performs as the only carrier in the country and simultaneously as the owner of the infrastructure. Due to this fact, the company functions in the system of fixed tariffs. However, operators, who are not numerous, work in the tariff system where the infrastructure component is fixed but the car component is flexible.
The separation of the basic cargo company out of OAO RZD can follow both the "operator" and the "carrier" models. The first one is obviously easier. Following this scheme, OAO RZD remains a public carrier and operator companies, including the separated from OAO RZD cargo company, compete with each other on the market of rolling stock lease. Nevertheless, we can not speak of a separation between transportation and infrastructure businesses in OAO RZD in thismodel, but there is no need to do it immediately. On the other hand, such a scheme allows to reach targets set by OAO RZD (deregulation of the car component for the separated cargo company and investment attraction) with the least damage for the fully formed structural and technological model of functioning.
Another model to follow is when the company becomes a carrier. In this case, one faces a more complex situation. The question to ask is whether the separated company could become a public carrier equal to OAO RZD in this respect. To reach this target, the separated company should be given the whole sale system of OAO RZD and other services. In this case, it is practically impossible to speak of competition in the transportation sector and an adequate market. Little hope should be laid on the fact that the car component of the tariff of such a dominating company on the railway transportation market can be deregulated with no painful consequences for transport economy.
Summing Up
What is an optimal path to take? It is still being searched. The authorized bodies are to submit a coordinated project of the Plan of arrangements to the Government by April, 1. As early as in late June the document should be approved by the Government Bill.
Nevertheless, even now it is clear that quite soon the stock market will offer shares of a big railway company, whose capitalization will only be increasing in the future.
Good news for investors!
Andrey Guryev
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Cars not Infrastructures Compete
Firstly, the project of the third stage of the reform was presented for consideration and generally approved at the session of the OAO RZD Board in late January. It should be reminded that the Reform Programme approved by the Government in May 2001 envisages the following arrangements. The first stage was aimed at separating the state regulation functions and economic activities with a further formation of the single economic subject OAO RZD onthe basis of the railway complex(2001-2002). The second stage was devoted to independent types of activities separation, including passenger transportation (2003-2005). The third stage focuses on converting the majority of cargo car park to private property and forming a competitive market in the sector of cargo transportation, as well as in other types of activities (this concerns the infrastructure at a lesser degree).
Among the issues envisaged by the Programme specifically for the third stage, there were the necessities "to evaluate expediency and methods of total organizational separation of infrastructure from transportation activities" and "to consider a possibility of creating several competitive vertically-integrated railway companies". Thus, the Programme offers to the reformers the chance to choose the final structural model that would assist in developing competitiveness within cargo transportation in a most efficient way.
It should be mentioned that the launch of several vertically-integrated companies (even in the most developed European part of the net) can only be seen in a very remote perspective. At the same time, the prospect of creating competition between independent private and state companies possessing cars seems to be more realistic.
It is quite significant that before Vladimir Yakunin took the post of the President of the company last June, the issue of singling the transportation business out of the OAO RZD structure was believed to be premature and not of crucial importance. However, already in November the new President at the session of the RF Government announced his intention to separate a big cargo company with the capital stock worth USD 4 billion out of OAO RZD, with the aim of its further sale and investing the money in the development of the infrastructure.
Tariff to be deregulated, shares to be sold
This issue emerged again in January 2006 at the session of the OAO RZD Board when discussing targets, tasks, content, and basic arrangements of the third stage of the reform. In particular, there was expressed an idea that today's macroeconomic situation in the country and the transport sector itself makes it possible and even obliges to use new tactic decisions, under condition that the basic targets and tasks of the Programme remain unchanged. "Co-ordinated actions of OAO RZD, the RF Government and the State Duma on budget financing give a chance to start the implementation of one of the basic Programme's points, i.e. the organizational separation of transportation from infrastructure. The creation of a powerful competitive cargo company will allow us to solve some crucial problems", Boris Lapidus, Senior Vice-President of the company stated.
Among immediate profits of such a step were mentioned the following: firstly, the opportunity for the cargo company to use deregulated car components of the tariff, secondly, the opportunity to attract investment via an efficient positioning of the affiliates' shares on the stock market.
The most important aspect of this plan is the target situation of OAO RZD and its separated businesses by 2010. Mr.Lapidus defined it as "an efficient, diversified, mixed holding, competitive on the world transport market and capable to provide maintenance and development of railway infrastructure and rational control of its affiliates".
According to the OAO RZD plan, the mother company will include such activities as infrastructure services and its maintenance, locomotive haulage and its repairs by depots, technical servicing of cargo and passenger cars during runs. Other businesses will be totally or partially separated into affiliates and subdued companies, though they will be controlled by corporate methods, including stock shares.
OAO RZD President Vladimir Yakunin emphasized this aspect and warned against a "mechanistic understanding of infrastructure and transportation businesses separation". "We separate an activity, but, at the same time, we keep it within the holding. Because the structure of the holding makes it possible not to lose profits from cargo transportation, using methods of control for financial flows, we can reach the situation when its lion's share is controlled from the central office", he clarified.
Possible Models
Now it is not quite clear what status the company separated from OAO RZD will have and if it will be a "carrier" or a "rolling stock operator". The problem is that, according to the Russian legislation, these two transport market subjects have both similarities and differences. Both of them should possess cars to transport cargo and obtain their profits basically from the car component of the tariff (and if they use their own locomotive haulage - then from the locomotive component as well).
However, a "carrier" is a company that functions on the basis of public agreement: it assumes responsibility for delivering cargo entrusted to it by the goods consignor to a certain destination and hands it in to the consignee. One more condition should be observed: its public status obliges a carrier to accept any cargo in any point of the railway net.
A "rolling stock operator", in its turn, only provides its own cars and does not assume any responsibility for cargo transportation. It only participates in the implementation of the transportation process on the terms of a contract concluded with a carrier. This contract is not of a public agreement nature.
At present in Russia, OAO RZD performs as the only carrier in the country and simultaneously as the owner of the infrastructure. Due to this fact, the company functions in the system of fixed tariffs. However, operators, who are not numerous, work in the tariff system where the infrastructure component is fixed but the car component is flexible.
The separation of the basic cargo company out of OAO RZD can follow both the "operator" and the "carrier" models. The first one is obviously easier. Following this scheme, OAO RZD remains a public carrier and operator companies, including the separated from OAO RZD cargo company, compete with each other on the market of rolling stock lease. Nevertheless, we can not speak of a separation between transportation and infrastructure businesses in OAO RZD in thismodel, but there is no need to do it immediately. On the other hand, such a scheme allows to reach targets set by OAO RZD (deregulation of the car component for the separated cargo company and investment attraction) with the least damage for the fully formed structural and technological model of functioning.
Another model to follow is when the company becomes a carrier. In this case, one faces a more complex situation. The question to ask is whether the separated company could become a public carrier equal to OAO RZD in this respect. To reach this target, the separated company should be given the whole sale system of OAO RZD and other services. In this case, it is practically impossible to speak of competition in the transportation sector and an adequate market. Little hope should be laid on the fact that the car component of the tariff of such a dominating company on the railway transportation market can be deregulated with no painful consequences for transport economy.
Summing Up
What is an optimal path to take? It is still being searched. The authorized bodies are to submit a coordinated project of the Plan of arrangements to the Government by April, 1. As early as in late June the document should be approved by the Government Bill.
Nevertheless, even now it is clear that quite soon the stock market will offer shares of a big railway company, whose capitalization will only be increasing in the future.
Good news for investors!
Andrey Guryev
[~DETAIL_TEXT] =>
Cars not Infrastructures Compete
Firstly, the project of the third stage of the reform was presented for consideration and generally approved at the session of the OAO RZD Board in late January. It should be reminded that the Reform Programme approved by the Government in May 2001 envisages the following arrangements. The first stage was aimed at separating the state regulation functions and economic activities with a further formation of the single economic subject OAO RZD onthe basis of the railway complex(2001-2002). The second stage was devoted to independent types of activities separation, including passenger transportation (2003-2005). The third stage focuses on converting the majority of cargo car park to private property and forming a competitive market in the sector of cargo transportation, as well as in other types of activities (this concerns the infrastructure at a lesser degree).
Among the issues envisaged by the Programme specifically for the third stage, there were the necessities "to evaluate expediency and methods of total organizational separation of infrastructure from transportation activities" and "to consider a possibility of creating several competitive vertically-integrated railway companies". Thus, the Programme offers to the reformers the chance to choose the final structural model that would assist in developing competitiveness within cargo transportation in a most efficient way.
It should be mentioned that the launch of several vertically-integrated companies (even in the most developed European part of the net) can only be seen in a very remote perspective. At the same time, the prospect of creating competition between independent private and state companies possessing cars seems to be more realistic.
It is quite significant that before Vladimir Yakunin took the post of the President of the company last June, the issue of singling the transportation business out of the OAO RZD structure was believed to be premature and not of crucial importance. However, already in November the new President at the session of the RF Government announced his intention to separate a big cargo company with the capital stock worth USD 4 billion out of OAO RZD, with the aim of its further sale and investing the money in the development of the infrastructure.
Tariff to be deregulated, shares to be sold
This issue emerged again in January 2006 at the session of the OAO RZD Board when discussing targets, tasks, content, and basic arrangements of the third stage of the reform. In particular, there was expressed an idea that today's macroeconomic situation in the country and the transport sector itself makes it possible and even obliges to use new tactic decisions, under condition that the basic targets and tasks of the Programme remain unchanged. "Co-ordinated actions of OAO RZD, the RF Government and the State Duma on budget financing give a chance to start the implementation of one of the basic Programme's points, i.e. the organizational separation of transportation from infrastructure. The creation of a powerful competitive cargo company will allow us to solve some crucial problems", Boris Lapidus, Senior Vice-President of the company stated.
Among immediate profits of such a step were mentioned the following: firstly, the opportunity for the cargo company to use deregulated car components of the tariff, secondly, the opportunity to attract investment via an efficient positioning of the affiliates' shares on the stock market.
The most important aspect of this plan is the target situation of OAO RZD and its separated businesses by 2010. Mr.Lapidus defined it as "an efficient, diversified, mixed holding, competitive on the world transport market and capable to provide maintenance and development of railway infrastructure and rational control of its affiliates".
According to the OAO RZD plan, the mother company will include such activities as infrastructure services and its maintenance, locomotive haulage and its repairs by depots, technical servicing of cargo and passenger cars during runs. Other businesses will be totally or partially separated into affiliates and subdued companies, though they will be controlled by corporate methods, including stock shares.
OAO RZD President Vladimir Yakunin emphasized this aspect and warned against a "mechanistic understanding of infrastructure and transportation businesses separation". "We separate an activity, but, at the same time, we keep it within the holding. Because the structure of the holding makes it possible not to lose profits from cargo transportation, using methods of control for financial flows, we can reach the situation when its lion's share is controlled from the central office", he clarified.
Possible Models
Now it is not quite clear what status the company separated from OAO RZD will have and if it will be a "carrier" or a "rolling stock operator". The problem is that, according to the Russian legislation, these two transport market subjects have both similarities and differences. Both of them should possess cars to transport cargo and obtain their profits basically from the car component of the tariff (and if they use their own locomotive haulage - then from the locomotive component as well).
However, a "carrier" is a company that functions on the basis of public agreement: it assumes responsibility for delivering cargo entrusted to it by the goods consignor to a certain destination and hands it in to the consignee. One more condition should be observed: its public status obliges a carrier to accept any cargo in any point of the railway net.
A "rolling stock operator", in its turn, only provides its own cars and does not assume any responsibility for cargo transportation. It only participates in the implementation of the transportation process on the terms of a contract concluded with a carrier. This contract is not of a public agreement nature.
At present in Russia, OAO RZD performs as the only carrier in the country and simultaneously as the owner of the infrastructure. Due to this fact, the company functions in the system of fixed tariffs. However, operators, who are not numerous, work in the tariff system where the infrastructure component is fixed but the car component is flexible.
The separation of the basic cargo company out of OAO RZD can follow both the "operator" and the "carrier" models. The first one is obviously easier. Following this scheme, OAO RZD remains a public carrier and operator companies, including the separated from OAO RZD cargo company, compete with each other on the market of rolling stock lease. Nevertheless, we can not speak of a separation between transportation and infrastructure businesses in OAO RZD in thismodel, but there is no need to do it immediately. On the other hand, such a scheme allows to reach targets set by OAO RZD (deregulation of the car component for the separated cargo company and investment attraction) with the least damage for the fully formed structural and technological model of functioning.
Another model to follow is when the company becomes a carrier. In this case, one faces a more complex situation. The question to ask is whether the separated company could become a public carrier equal to OAO RZD in this respect. To reach this target, the separated company should be given the whole sale system of OAO RZD and other services. In this case, it is practically impossible to speak of competition in the transportation sector and an adequate market. Little hope should be laid on the fact that the car component of the tariff of such a dominating company on the railway transportation market can be deregulated with no painful consequences for transport economy.
Summing Up
What is an optimal path to take? It is still being searched. The authorized bodies are to submit a coordinated project of the Plan of arrangements to the Government by April, 1. As early as in late June the document should be approved by the Government Bill.
Nevertheless, even now it is clear that quite soon the stock market will offer shares of a big railway company, whose capitalization will only be increasing in the future.
Good news for investors!
Andrey Guryev
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[DETAIL_TEXT] => The project of launching a joint venture by OAO Russian Railways (OAO RZD) and OAO Company Ust-Luga was approved by Departments of OAO RZD as a project correspondent to the concept of railway sector reforms. The joint venture will service the cargo flow arriving at the sea portof Ust-Luga.
The project is aimed at the construction of an efficient market structure, able to service the constantly increasing volumes of cargo delivered to the sea port of Ust-Luga and develop competitive attendant activities, with a view of turning into a competitive freight operator later.
The analysis made by the specialists of the Railway showed that the activities of the joint venture will be profitable: there will appear an opportunity to attract loans and to use financial mechanisms to develop the company's own funds and prospective activities.
BaltTransService: Throughput Exceeds 18.27 Million Tons
In 2005 BaltTransService company (BTS), one of the leading oil bulk private carriers in Russia, the CIS and the Baltic states, transported 18.27 million tons of oil and products, including 17.3 million tons exported.
Domestic transportation volume increased by 52.4%, or by 330 thousand tons, year-on-year to 960 thousand tons. However, export transportation volume reduced by 8.3%, or by 1.57 million tons, year-on-year. According to BTS Director of Transportation Sergey Nartsev, the reduction of the BaltTransService's throughput can be explained by the decrease of oil transportation by railway on the whole. "The tendency is as follows: because of markets re-orientation and more attractive financial terms of transportation, crude is being re-routed from "tracks" to pipelines", Sergey Nartsev said. "Due to this, BTS "lost" up to 2.6 million tons of crude in the company's total transportation volume. Meanwhile, the company's throughput of oil products increased by 11.5% to 1.314 million tons".
In 2005 BaltTransService significantly enlarged its locomotive park. Nowadays, the company manages over 7,600 units of rolling-stock and 49 locomotives, including 5,400 units of rolling-stock and 34 locomotives owned by BTS. The efficient use of its rolling-stock enables the company to optimize freight transportation scheme and reduce delivery time.
First in Russia Direct Current Electric Locomotive Constructed
On February 3, 2006, President of OAO RZD Vladimir Yakunin approved the plan-schedule of testing the electric locomotive of YI2K type. The tests will start in April 2006. The producer of the locomotive is the Kolomensky Locomotive-Building Works, incorporated into ZAO Transmashholding.
The direct current passenger electric locomotive of YI2E type with commutator motors and designed speed of 160 km/h, presented in Kolomna, is to replace the Czech electric locomotives of ?N2 and YI2E types on the OAO Russian Railways' network, since the average age of the locomotives is more than 30 years.
The new electric locomotive is equipped with a microprocessor-based control system, modern safety facilities, and a driver's cab with improved conditions for work. Besides, the new layout of the locomotives' bogies reduces the dynamic impact on tracks. The use of traction motor with advanced insulation enabled the engineers to reduce the amount of energy spent on cooling, which together with a fundamentally new highly economical ventilation system increased the electric locomotive's efficiency. It is expected that expenses on maintenance and repair of this type of electric locomotive will be less than those on ?N2 electric locomotive.
In 2007 the first lot of electric locomotives(20 units) is to be purchased. And by 2010, 152 electric locomotives of YI2K type are to be delivered to OAO Russian Railways.
Repsol to Participate in LNG-Projects in Russia
Repsol considers a possibility to establish a joint venture with the Russian-based Tambeineftegaz and the American Anadarko to implement a project on liquefaction and transportation of natural gas.
The integrated project envisages the production of gas at the Yuzhno-Tambeisky deposit, as well as the construction of LNG-plant in Yamal. The liquefied natural gas will be transported to the west coast of Canada to the regasifying terminal in the port of Saint-John belonging to Irving Oil Limited and Repsol. The terminal is expected to be put into operation in 2008.
Repsol YPF is an integrated international oil and gas company, operating in more than 28 countries and the leader in Spain and Argentina. It is one of the ten major private oil companies in the world and the largest private energy company in Latin America in terms of assets.
10 Berths More for Port of Sillamae
In the next years the port of Sillamae (Estonia) will construct up to 10 new berths.
As a result, the port's territory will increase by 100 hectares. The port has ordered a research on how the construction of berths and dredging can potentially influence the environment.
"An open discussion was held recently. It was constructive", a member of the Board of the port of Sillamae Margus Vyakhi said.
According to him, the local inhabitants are not against the enlargement of the port's territory; however, they wish that the environmental issues could be taken into account.
"The people of Sillamae understand that this will boost the job market in the town", he noted.
M.Vyakhi did not say when the works will begin. According to him, it depends on how much businessmen are interested in the construction of the terminals.
"However, it is possible that the works will start this year", he remarked.
Rosneft Orders Tankers
Rosneft has concluded a contract for the construction of three double-hulled shuttle tankers with the Spanish shipbuilding company Factorias Vulkano S.A. The contract entered into legal force on February 10, 2006.
The vessels are to be launched in 2008.
The tankers are intended for the year-round transportation of oil from Rosneft-Arkhangelsknefteprodukt's terminal (Port of Arkhangelsk) to Rosneft's Belokamenka transshipment complex anchored in the Kola Bay. The tankers' technical characteristics will permit the transportation of oil, oil products and chemicals, for which the ships will be fitted with 12 special containers.
The tankers' deadweight will comprise around 27,000 tons, with a length of 175 m., a width of 14 m. and a keel depth of 9.2 m. The tankers will fully comply with all environmental safety requirements, including the requirements introduced as of January 2006 for the strengthening of the underwater part of tankers. In particular, installed on the ships will be bow thrusters and an emergency propulsion electric motor in the event of the breakdown of the main engine.
The construction and operation of the tankers will be monitored by specialists from Rosneft's subsidiary, Rosnefteflot.
The special financing mechanism will allow Rosneft to build the ships exclusively using borrowed funds without involving equity capital on very favorable terms, including using a 14-year bank loan against a guarantee of a Spanish export credit agency.
New Private Terminal in Nikolayev Region
In the Nikolayev sea region of Ukraine a new grain terminal is being built. The project's investors are OOO Company "Evrovneshtorg" (Nikolayev) and HCM Group (Kiev).
Evrovneshtorg, specializing in grain export, will be the operator of the terminal. The cost of the project is USD 30 million.
The total area of the terminal is 8.95 hectares. 150 thousand tons can be stored in the terminal at a time. The cost of the equipment, which is to be delivered by an American company GSI International, amounts to USD 8 million. The average daily sea handling is to amount to 50 thousand tons.
The terminal is to be put into operation in 2006. The project is to be completed in 2007.
Ukrzaliznytsya: 5,000 Freight Wagons in Leasing
According to the Ukrainian State Administration of Railway Transport (Ukrzaliznytsya), the Department plans to purchase a freight wagon park of 5,000 wagons from the Kryukovsky Wagon-Building Plant. The scheme of purchase is leasing. The term of the contract completion is 2007.
Thus, the railway Department of Ukraine has corrected its previous order to the plant, which envisaged the purchase of 100 wagons by 2007.
According to Ukrzaliznytsya, the leasing plan envisages purchase of covered gondola cars. This type of wagons is the most popular one in the park of the Ukrainian Railway: it makes up to 45% of Ukrzaliznytsya's freight wagon park. Nowadays, there are 79,000 gondola cars in Ukraliznytsya's wagon park; however, 16-17 thousand units more of this type are required. On the whole, according to Ukrzaliznytsya, not less than 35% of 170,000 freight wagons are to be replaced.
Kryukovsky Wagon-Building Plant is one of the largest wagon-building enterprises in the CIS. At the same time, it is the only Ukrainian plant that builds both passenger and freight wagons. The plant's produce is exported to Russia, Kazakhstan, Iran and European countries.
DFDS Purchased Line from Lisco Baltic Service
Danish group of shipping companies DFDS purchased a profitable shipping line Klaipeda-Karlshamn from its daughter company - a Klaipeda ferry company Lisco Baltic Service (LBS). After German Shipping Company Scandlines gave it up, DFDS took from LBS a line destined to Kiel at the beginning of 2006.
"The ferries, servicing the lines to Kiel and Karlshamn, will be managed by the subdivisions of DFDC; however, the Lithuanian company will be responsible for passenger transportation", DFDS vice-president Peder Gellert Pedersen said.
The top management of DFDS gives no information concerning the price of the term on which the Danish company purchased the line to Karlshamn, where two freight and passenger ferries owned by LBS operate successfully.
New Fitting Platform Produced by Kryukovsky Wagon-Building Plant
Kryukovsky Wagon-Building Plant (Ukraine) has produced a flat wagon of 13-7024 type, destined for transportation of two 40-foot or four 20-foot universal containers along the railway network of Ukraine or the CIS with the gauge of 1,520 mm.
The potential customers' requirements for the long-base platform of 13-7024 type were as follows: the lightest container possible and a carrying capacity of 71 tons. As a result, the wagon-builders developed a wagon with carrying capacity of 71.5 tons, with container weight of 22 tons. The main elements of the wagon's bearing structure are made of strong steel.
One more advantage of the flat wagon of 13-7024 type is the easiness of checking up the position of the fitting buffer stops. According to the technical requirements "Distribution and Fastening of cargoes in Wagons and Containers", which are the same for all the CIS, fulfillment of this requirement is obligatory.
The serial production of the new platform started at the beginning of 2006.
Mechel Increases Stake in Posyet Seaport to 93.4%
Mechel, Russia's No. 5 steel producer, increased its stake in the Posyet Commercial Seaport in Russia's Maritime Territory by 13%, from 80.4% to 93.37%.
The port's shareholders register was amended on February 8.
The Russian Federal Property Fund planned to sell 13% of the port at a December 28 auction, but the auction results have yet to be announced. The starting price was RUR 29.2 million and the bidding increment RUR 1.4 million.
Posyet is the fourth biggest port in the Russian Far East and is open all year round.
[~DETAIL_TEXT] => The project of launching a joint venture by OAO Russian Railways (OAO RZD) and OAO Company Ust-Luga was approved by Departments of OAO RZD as a project correspondent to the concept of railway sector reforms. The joint venture will service the cargo flow arriving at the sea portof Ust-Luga.
The project is aimed at the construction of an efficient market structure, able to service the constantly increasing volumes of cargo delivered to the sea port of Ust-Luga and develop competitive attendant activities, with a view of turning into a competitive freight operator later.
The analysis made by the specialists of the Railway showed that the activities of the joint venture will be profitable: there will appear an opportunity to attract loans and to use financial mechanisms to develop the company's own funds and prospective activities.
BaltTransService: Throughput Exceeds 18.27 Million Tons
In 2005 BaltTransService company (BTS), one of the leading oil bulk private carriers in Russia, the CIS and the Baltic states, transported 18.27 million tons of oil and products, including 17.3 million tons exported.
Domestic transportation volume increased by 52.4%, or by 330 thousand tons, year-on-year to 960 thousand tons. However, export transportation volume reduced by 8.3%, or by 1.57 million tons, year-on-year. According to BTS Director of Transportation Sergey Nartsev, the reduction of the BaltTransService's throughput can be explained by the decrease of oil transportation by railway on the whole. "The tendency is as follows: because of markets re-orientation and more attractive financial terms of transportation, crude is being re-routed from "tracks" to pipelines", Sergey Nartsev said. "Due to this, BTS "lost" up to 2.6 million tons of crude in the company's total transportation volume. Meanwhile, the company's throughput of oil products increased by 11.5% to 1.314 million tons".
In 2005 BaltTransService significantly enlarged its locomotive park. Nowadays, the company manages over 7,600 units of rolling-stock and 49 locomotives, including 5,400 units of rolling-stock and 34 locomotives owned by BTS. The efficient use of its rolling-stock enables the company to optimize freight transportation scheme and reduce delivery time.
First in Russia Direct Current Electric Locomotive Constructed
On February 3, 2006, President of OAO RZD Vladimir Yakunin approved the plan-schedule of testing the electric locomotive of YI2K type. The tests will start in April 2006. The producer of the locomotive is the Kolomensky Locomotive-Building Works, incorporated into ZAO Transmashholding.
The direct current passenger electric locomotive of YI2E type with commutator motors and designed speed of 160 km/h, presented in Kolomna, is to replace the Czech electric locomotives of ?N2 and YI2E types on the OAO Russian Railways' network, since the average age of the locomotives is more than 30 years.
The new electric locomotive is equipped with a microprocessor-based control system, modern safety facilities, and a driver's cab with improved conditions for work. Besides, the new layout of the locomotives' bogies reduces the dynamic impact on tracks. The use of traction motor with advanced insulation enabled the engineers to reduce the amount of energy spent on cooling, which together with a fundamentally new highly economical ventilation system increased the electric locomotive's efficiency. It is expected that expenses on maintenance and repair of this type of electric locomotive will be less than those on ?N2 electric locomotive.
In 2007 the first lot of electric locomotives(20 units) is to be purchased. And by 2010, 152 electric locomotives of YI2K type are to be delivered to OAO Russian Railways.
Repsol to Participate in LNG-Projects in Russia
Repsol considers a possibility to establish a joint venture with the Russian-based Tambeineftegaz and the American Anadarko to implement a project on liquefaction and transportation of natural gas.
The integrated project envisages the production of gas at the Yuzhno-Tambeisky deposit, as well as the construction of LNG-plant in Yamal. The liquefied natural gas will be transported to the west coast of Canada to the regasifying terminal in the port of Saint-John belonging to Irving Oil Limited and Repsol. The terminal is expected to be put into operation in 2008.
Repsol YPF is an integrated international oil and gas company, operating in more than 28 countries and the leader in Spain and Argentina. It is one of the ten major private oil companies in the world and the largest private energy company in Latin America in terms of assets.
10 Berths More for Port of Sillamae
In the next years the port of Sillamae (Estonia) will construct up to 10 new berths.
As a result, the port's territory will increase by 100 hectares. The port has ordered a research on how the construction of berths and dredging can potentially influence the environment.
"An open discussion was held recently. It was constructive", a member of the Board of the port of Sillamae Margus Vyakhi said.
According to him, the local inhabitants are not against the enlargement of the port's territory; however, they wish that the environmental issues could be taken into account.
"The people of Sillamae understand that this will boost the job market in the town", he noted.
M.Vyakhi did not say when the works will begin. According to him, it depends on how much businessmen are interested in the construction of the terminals.
"However, it is possible that the works will start this year", he remarked.
Rosneft Orders Tankers
Rosneft has concluded a contract for the construction of three double-hulled shuttle tankers with the Spanish shipbuilding company Factorias Vulkano S.A. The contract entered into legal force on February 10, 2006.
The vessels are to be launched in 2008.
The tankers are intended for the year-round transportation of oil from Rosneft-Arkhangelsknefteprodukt's terminal (Port of Arkhangelsk) to Rosneft's Belokamenka transshipment complex anchored in the Kola Bay. The tankers' technical characteristics will permit the transportation of oil, oil products and chemicals, for which the ships will be fitted with 12 special containers.
The tankers' deadweight will comprise around 27,000 tons, with a length of 175 m., a width of 14 m. and a keel depth of 9.2 m. The tankers will fully comply with all environmental safety requirements, including the requirements introduced as of January 2006 for the strengthening of the underwater part of tankers. In particular, installed on the ships will be bow thrusters and an emergency propulsion electric motor in the event of the breakdown of the main engine.
The construction and operation of the tankers will be monitored by specialists from Rosneft's subsidiary, Rosnefteflot.
The special financing mechanism will allow Rosneft to build the ships exclusively using borrowed funds without involving equity capital on very favorable terms, including using a 14-year bank loan against a guarantee of a Spanish export credit agency.
New Private Terminal in Nikolayev Region
In the Nikolayev sea region of Ukraine a new grain terminal is being built. The project's investors are OOO Company "Evrovneshtorg" (Nikolayev) and HCM Group (Kiev).
Evrovneshtorg, specializing in grain export, will be the operator of the terminal. The cost of the project is USD 30 million.
The total area of the terminal is 8.95 hectares. 150 thousand tons can be stored in the terminal at a time. The cost of the equipment, which is to be delivered by an American company GSI International, amounts to USD 8 million. The average daily sea handling is to amount to 50 thousand tons.
The terminal is to be put into operation in 2006. The project is to be completed in 2007.
Ukrzaliznytsya: 5,000 Freight Wagons in Leasing
According to the Ukrainian State Administration of Railway Transport (Ukrzaliznytsya), the Department plans to purchase a freight wagon park of 5,000 wagons from the Kryukovsky Wagon-Building Plant. The scheme of purchase is leasing. The term of the contract completion is 2007.
Thus, the railway Department of Ukraine has corrected its previous order to the plant, which envisaged the purchase of 100 wagons by 2007.
According to Ukrzaliznytsya, the leasing plan envisages purchase of covered gondola cars. This type of wagons is the most popular one in the park of the Ukrainian Railway: it makes up to 45% of Ukrzaliznytsya's freight wagon park. Nowadays, there are 79,000 gondola cars in Ukraliznytsya's wagon park; however, 16-17 thousand units more of this type are required. On the whole, according to Ukrzaliznytsya, not less than 35% of 170,000 freight wagons are to be replaced.
Kryukovsky Wagon-Building Plant is one of the largest wagon-building enterprises in the CIS. At the same time, it is the only Ukrainian plant that builds both passenger and freight wagons. The plant's produce is exported to Russia, Kazakhstan, Iran and European countries.
DFDS Purchased Line from Lisco Baltic Service
Danish group of shipping companies DFDS purchased a profitable shipping line Klaipeda-Karlshamn from its daughter company - a Klaipeda ferry company Lisco Baltic Service (LBS). After German Shipping Company Scandlines gave it up, DFDS took from LBS a line destined to Kiel at the beginning of 2006.
"The ferries, servicing the lines to Kiel and Karlshamn, will be managed by the subdivisions of DFDC; however, the Lithuanian company will be responsible for passenger transportation", DFDS vice-president Peder Gellert Pedersen said.
The top management of DFDS gives no information concerning the price of the term on which the Danish company purchased the line to Karlshamn, where two freight and passenger ferries owned by LBS operate successfully.
New Fitting Platform Produced by Kryukovsky Wagon-Building Plant
Kryukovsky Wagon-Building Plant (Ukraine) has produced a flat wagon of 13-7024 type, destined for transportation of two 40-foot or four 20-foot universal containers along the railway network of Ukraine or the CIS with the gauge of 1,520 mm.
The potential customers' requirements for the long-base platform of 13-7024 type were as follows: the lightest container possible and a carrying capacity of 71 tons. As a result, the wagon-builders developed a wagon with carrying capacity of 71.5 tons, with container weight of 22 tons. The main elements of the wagon's bearing structure are made of strong steel.
One more advantage of the flat wagon of 13-7024 type is the easiness of checking up the position of the fitting buffer stops. According to the technical requirements "Distribution and Fastening of cargoes in Wagons and Containers", which are the same for all the CIS, fulfillment of this requirement is obligatory.
The serial production of the new platform started at the beginning of 2006.
Mechel Increases Stake in Posyet Seaport to 93.4%
Mechel, Russia's No. 5 steel producer, increased its stake in the Posyet Commercial Seaport in Russia's Maritime Territory by 13%, from 80.4% to 93.37%.
The port's shareholders register was amended on February 8.
The Russian Federal Property Fund planned to sell 13% of the port at a December 28 auction, but the auction results have yet to be announced. The starting price was RUR 29.2 million and the bidding increment RUR 1.4 million.
Posyet is the fourth biggest port in the Russian Far East and is open all year round.
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[DETAIL_TEXT] => The project of launching a joint venture by OAO Russian Railways (OAO RZD) and OAO Company Ust-Luga was approved by Departments of OAO RZD as a project correspondent to the concept of railway sector reforms. The joint venture will service the cargo flow arriving at the sea portof Ust-Luga.
The project is aimed at the construction of an efficient market structure, able to service the constantly increasing volumes of cargo delivered to the sea port of Ust-Luga and develop competitive attendant activities, with a view of turning into a competitive freight operator later.
The analysis made by the specialists of the Railway showed that the activities of the joint venture will be profitable: there will appear an opportunity to attract loans and to use financial mechanisms to develop the company's own funds and prospective activities.
BaltTransService: Throughput Exceeds 18.27 Million Tons
In 2005 BaltTransService company (BTS), one of the leading oil bulk private carriers in Russia, the CIS and the Baltic states, transported 18.27 million tons of oil and products, including 17.3 million tons exported.
Domestic transportation volume increased by 52.4%, or by 330 thousand tons, year-on-year to 960 thousand tons. However, export transportation volume reduced by 8.3%, or by 1.57 million tons, year-on-year. According to BTS Director of Transportation Sergey Nartsev, the reduction of the BaltTransService's throughput can be explained by the decrease of oil transportation by railway on the whole. "The tendency is as follows: because of markets re-orientation and more attractive financial terms of transportation, crude is being re-routed from "tracks" to pipelines", Sergey Nartsev said. "Due to this, BTS "lost" up to 2.6 million tons of crude in the company's total transportation volume. Meanwhile, the company's throughput of oil products increased by 11.5% to 1.314 million tons".
In 2005 BaltTransService significantly enlarged its locomotive park. Nowadays, the company manages over 7,600 units of rolling-stock and 49 locomotives, including 5,400 units of rolling-stock and 34 locomotives owned by BTS. The efficient use of its rolling-stock enables the company to optimize freight transportation scheme and reduce delivery time.
First in Russia Direct Current Electric Locomotive Constructed
On February 3, 2006, President of OAO RZD Vladimir Yakunin approved the plan-schedule of testing the electric locomotive of YI2K type. The tests will start in April 2006. The producer of the locomotive is the Kolomensky Locomotive-Building Works, incorporated into ZAO Transmashholding.
The direct current passenger electric locomotive of YI2E type with commutator motors and designed speed of 160 km/h, presented in Kolomna, is to replace the Czech electric locomotives of ?N2 and YI2E types on the OAO Russian Railways' network, since the average age of the locomotives is more than 30 years.
The new electric locomotive is equipped with a microprocessor-based control system, modern safety facilities, and a driver's cab with improved conditions for work. Besides, the new layout of the locomotives' bogies reduces the dynamic impact on tracks. The use of traction motor with advanced insulation enabled the engineers to reduce the amount of energy spent on cooling, which together with a fundamentally new highly economical ventilation system increased the electric locomotive's efficiency. It is expected that expenses on maintenance and repair of this type of electric locomotive will be less than those on ?N2 electric locomotive.
In 2007 the first lot of electric locomotives(20 units) is to be purchased. And by 2010, 152 electric locomotives of YI2K type are to be delivered to OAO Russian Railways.
Repsol to Participate in LNG-Projects in Russia
Repsol considers a possibility to establish a joint venture with the Russian-based Tambeineftegaz and the American Anadarko to implement a project on liquefaction and transportation of natural gas.
The integrated project envisages the production of gas at the Yuzhno-Tambeisky deposit, as well as the construction of LNG-plant in Yamal. The liquefied natural gas will be transported to the west coast of Canada to the regasifying terminal in the port of Saint-John belonging to Irving Oil Limited and Repsol. The terminal is expected to be put into operation in 2008.
Repsol YPF is an integrated international oil and gas company, operating in more than 28 countries and the leader in Spain and Argentina. It is one of the ten major private oil companies in the world and the largest private energy company in Latin America in terms of assets.
10 Berths More for Port of Sillamae
In the next years the port of Sillamae (Estonia) will construct up to 10 new berths.
As a result, the port's territory will increase by 100 hectares. The port has ordered a research on how the construction of berths and dredging can potentially influence the environment.
"An open discussion was held recently. It was constructive", a member of the Board of the port of Sillamae Margus Vyakhi said.
According to him, the local inhabitants are not against the enlargement of the port's territory; however, they wish that the environmental issues could be taken into account.
"The people of Sillamae understand that this will boost the job market in the town", he noted.
M.Vyakhi did not say when the works will begin. According to him, it depends on how much businessmen are interested in the construction of the terminals.
"However, it is possible that the works will start this year", he remarked.
Rosneft Orders Tankers
Rosneft has concluded a contract for the construction of three double-hulled shuttle tankers with the Spanish shipbuilding company Factorias Vulkano S.A. The contract entered into legal force on February 10, 2006.
The vessels are to be launched in 2008.
The tankers are intended for the year-round transportation of oil from Rosneft-Arkhangelsknefteprodukt's terminal (Port of Arkhangelsk) to Rosneft's Belokamenka transshipment complex anchored in the Kola Bay. The tankers' technical characteristics will permit the transportation of oil, oil products and chemicals, for which the ships will be fitted with 12 special containers.
The tankers' deadweight will comprise around 27,000 tons, with a length of 175 m., a width of 14 m. and a keel depth of 9.2 m. The tankers will fully comply with all environmental safety requirements, including the requirements introduced as of January 2006 for the strengthening of the underwater part of tankers. In particular, installed on the ships will be bow thrusters and an emergency propulsion electric motor in the event of the breakdown of the main engine.
The construction and operation of the tankers will be monitored by specialists from Rosneft's subsidiary, Rosnefteflot.
The special financing mechanism will allow Rosneft to build the ships exclusively using borrowed funds without involving equity capital on very favorable terms, including using a 14-year bank loan against a guarantee of a Spanish export credit agency.
New Private Terminal in Nikolayev Region
In the Nikolayev sea region of Ukraine a new grain terminal is being built. The project's investors are OOO Company "Evrovneshtorg" (Nikolayev) and HCM Group (Kiev).
Evrovneshtorg, specializing in grain export, will be the operator of the terminal. The cost of the project is USD 30 million.
The total area of the terminal is 8.95 hectares. 150 thousand tons can be stored in the terminal at a time. The cost of the equipment, which is to be delivered by an American company GSI International, amounts to USD 8 million. The average daily sea handling is to amount to 50 thousand tons.
The terminal is to be put into operation in 2006. The project is to be completed in 2007.
Ukrzaliznytsya: 5,000 Freight Wagons in Leasing
According to the Ukrainian State Administration of Railway Transport (Ukrzaliznytsya), the Department plans to purchase a freight wagon park of 5,000 wagons from the Kryukovsky Wagon-Building Plant. The scheme of purchase is leasing. The term of the contract completion is 2007.
Thus, the railway Department of Ukraine has corrected its previous order to the plant, which envisaged the purchase of 100 wagons by 2007.
According to Ukrzaliznytsya, the leasing plan envisages purchase of covered gondola cars. This type of wagons is the most popular one in the park of the Ukrainian Railway: it makes up to 45% of Ukrzaliznytsya's freight wagon park. Nowadays, there are 79,000 gondola cars in Ukraliznytsya's wagon park; however, 16-17 thousand units more of this type are required. On the whole, according to Ukrzaliznytsya, not less than 35% of 170,000 freight wagons are to be replaced.
Kryukovsky Wagon-Building Plant is one of the largest wagon-building enterprises in the CIS. At the same time, it is the only Ukrainian plant that builds both passenger and freight wagons. The plant's produce is exported to Russia, Kazakhstan, Iran and European countries.
DFDS Purchased Line from Lisco Baltic Service
Danish group of shipping companies DFDS purchased a profitable shipping line Klaipeda-Karlshamn from its daughter company - a Klaipeda ferry company Lisco Baltic Service (LBS). After German Shipping Company Scandlines gave it up, DFDS took from LBS a line destined to Kiel at the beginning of 2006.
"The ferries, servicing the lines to Kiel and Karlshamn, will be managed by the subdivisions of DFDC; however, the Lithuanian company will be responsible for passenger transportation", DFDS vice-president Peder Gellert Pedersen said.
The top management of DFDS gives no information concerning the price of the term on which the Danish company purchased the line to Karlshamn, where two freight and passenger ferries owned by LBS operate successfully.
New Fitting Platform Produced by Kryukovsky Wagon-Building Plant
Kryukovsky Wagon-Building Plant (Ukraine) has produced a flat wagon of 13-7024 type, destined for transportation of two 40-foot or four 20-foot universal containers along the railway network of Ukraine or the CIS with the gauge of 1,520 mm.
The potential customers' requirements for the long-base platform of 13-7024 type were as follows: the lightest container possible and a carrying capacity of 71 tons. As a result, the wagon-builders developed a wagon with carrying capacity of 71.5 tons, with container weight of 22 tons. The main elements of the wagon's bearing structure are made of strong steel.
One more advantage of the flat wagon of 13-7024 type is the easiness of checking up the position of the fitting buffer stops. According to the technical requirements "Distribution and Fastening of cargoes in Wagons and Containers", which are the same for all the CIS, fulfillment of this requirement is obligatory.
The serial production of the new platform started at the beginning of 2006.
Mechel Increases Stake in Posyet Seaport to 93.4%
Mechel, Russia's No. 5 steel producer, increased its stake in the Posyet Commercial Seaport in Russia's Maritime Territory by 13%, from 80.4% to 93.37%.
The port's shareholders register was amended on February 8.
The Russian Federal Property Fund planned to sell 13% of the port at a December 28 auction, but the auction results have yet to be announced. The starting price was RUR 29.2 million and the bidding increment RUR 1.4 million.
Posyet is the fourth biggest port in the Russian Far East and is open all year round.
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The project is aimed at the construction of an efficient market structure, able to service the constantly increasing volumes of cargo delivered to the sea port of Ust-Luga and develop competitive attendant activities, with a view of turning into a competitive freight operator later.
The analysis made by the specialists of the Railway showed that the activities of the joint venture will be profitable: there will appear an opportunity to attract loans and to use financial mechanisms to develop the company's own funds and prospective activities.
BaltTransService: Throughput Exceeds 18.27 Million Tons
In 2005 BaltTransService company (BTS), one of the leading oil bulk private carriers in Russia, the CIS and the Baltic states, transported 18.27 million tons of oil and products, including 17.3 million tons exported.
Domestic transportation volume increased by 52.4%, or by 330 thousand tons, year-on-year to 960 thousand tons. However, export transportation volume reduced by 8.3%, or by 1.57 million tons, year-on-year. According to BTS Director of Transportation Sergey Nartsev, the reduction of the BaltTransService's throughput can be explained by the decrease of oil transportation by railway on the whole. "The tendency is as follows: because of markets re-orientation and more attractive financial terms of transportation, crude is being re-routed from "tracks" to pipelines", Sergey Nartsev said. "Due to this, BTS "lost" up to 2.6 million tons of crude in the company's total transportation volume. Meanwhile, the company's throughput of oil products increased by 11.5% to 1.314 million tons".
In 2005 BaltTransService significantly enlarged its locomotive park. Nowadays, the company manages over 7,600 units of rolling-stock and 49 locomotives, including 5,400 units of rolling-stock and 34 locomotives owned by BTS. The efficient use of its rolling-stock enables the company to optimize freight transportation scheme and reduce delivery time.
First in Russia Direct Current Electric Locomotive Constructed
On February 3, 2006, President of OAO RZD Vladimir Yakunin approved the plan-schedule of testing the electric locomotive of YI2K type. The tests will start in April 2006. The producer of the locomotive is the Kolomensky Locomotive-Building Works, incorporated into ZAO Transmashholding.
The direct current passenger electric locomotive of YI2E type with commutator motors and designed speed of 160 km/h, presented in Kolomna, is to replace the Czech electric locomotives of ?N2 and YI2E types on the OAO Russian Railways' network, since the average age of the locomotives is more than 30 years.
The new electric locomotive is equipped with a microprocessor-based control system, modern safety facilities, and a driver's cab with improved conditions for work. Besides, the new layout of the locomotives' bogies reduces the dynamic impact on tracks. The use of traction motor with advanced insulation enabled the engineers to reduce the amount of energy spent on cooling, which together with a fundamentally new highly economical ventilation system increased the electric locomotive's efficiency. It is expected that expenses on maintenance and repair of this type of electric locomotive will be less than those on ?N2 electric locomotive.
In 2007 the first lot of electric locomotives(20 units) is to be purchased. And by 2010, 152 electric locomotives of YI2K type are to be delivered to OAO Russian Railways.
Repsol to Participate in LNG-Projects in Russia
Repsol considers a possibility to establish a joint venture with the Russian-based Tambeineftegaz and the American Anadarko to implement a project on liquefaction and transportation of natural gas.
The integrated project envisages the production of gas at the Yuzhno-Tambeisky deposit, as well as the construction of LNG-plant in Yamal. The liquefied natural gas will be transported to the west coast of Canada to the regasifying terminal in the port of Saint-John belonging to Irving Oil Limited and Repsol. The terminal is expected to be put into operation in 2008.
Repsol YPF is an integrated international oil and gas company, operating in more than 28 countries and the leader in Spain and Argentina. It is one of the ten major private oil companies in the world and the largest private energy company in Latin America in terms of assets.
10 Berths More for Port of Sillamae
In the next years the port of Sillamae (Estonia) will construct up to 10 new berths.
As a result, the port's territory will increase by 100 hectares. The port has ordered a research on how the construction of berths and dredging can potentially influence the environment.
"An open discussion was held recently. It was constructive", a member of the Board of the port of Sillamae Margus Vyakhi said.
According to him, the local inhabitants are not against the enlargement of the port's territory; however, they wish that the environmental issues could be taken into account.
"The people of Sillamae understand that this will boost the job market in the town", he noted.
M.Vyakhi did not say when the works will begin. According to him, it depends on how much businessmen are interested in the construction of the terminals.
"However, it is possible that the works will start this year", he remarked.
Rosneft Orders Tankers
Rosneft has concluded a contract for the construction of three double-hulled shuttle tankers with the Spanish shipbuilding company Factorias Vulkano S.A. The contract entered into legal force on February 10, 2006.
The vessels are to be launched in 2008.
The tankers are intended for the year-round transportation of oil from Rosneft-Arkhangelsknefteprodukt's terminal (Port of Arkhangelsk) to Rosneft's Belokamenka transshipment complex anchored in the Kola Bay. The tankers' technical characteristics will permit the transportation of oil, oil products and chemicals, for which the ships will be fitted with 12 special containers.
The tankers' deadweight will comprise around 27,000 tons, with a length of 175 m., a width of 14 m. and a keel depth of 9.2 m. The tankers will fully comply with all environmental safety requirements, including the requirements introduced as of January 2006 for the strengthening of the underwater part of tankers. In particular, installed on the ships will be bow thrusters and an emergency propulsion electric motor in the event of the breakdown of the main engine.
The construction and operation of the tankers will be monitored by specialists from Rosneft's subsidiary, Rosnefteflot.
The special financing mechanism will allow Rosneft to build the ships exclusively using borrowed funds without involving equity capital on very favorable terms, including using a 14-year bank loan against a guarantee of a Spanish export credit agency.
New Private Terminal in Nikolayev Region
In the Nikolayev sea region of Ukraine a new grain terminal is being built. The project's investors are OOO Company "Evrovneshtorg" (Nikolayev) and HCM Group (Kiev).
Evrovneshtorg, specializing in grain export, will be the operator of the terminal. The cost of the project is USD 30 million.
The total area of the terminal is 8.95 hectares. 150 thousand tons can be stored in the terminal at a time. The cost of the equipment, which is to be delivered by an American company GSI International, amounts to USD 8 million. The average daily sea handling is to amount to 50 thousand tons.
The terminal is to be put into operation in 2006. The project is to be completed in 2007.
Ukrzaliznytsya: 5,000 Freight Wagons in Leasing
According to the Ukrainian State Administration of Railway Transport (Ukrzaliznytsya), the Department plans to purchase a freight wagon park of 5,000 wagons from the Kryukovsky Wagon-Building Plant. The scheme of purchase is leasing. The term of the contract completion is 2007.
Thus, the railway Department of Ukraine has corrected its previous order to the plant, which envisaged the purchase of 100 wagons by 2007.
According to Ukrzaliznytsya, the leasing plan envisages purchase of covered gondola cars. This type of wagons is the most popular one in the park of the Ukrainian Railway: it makes up to 45% of Ukrzaliznytsya's freight wagon park. Nowadays, there are 79,000 gondola cars in Ukraliznytsya's wagon park; however, 16-17 thousand units more of this type are required. On the whole, according to Ukrzaliznytsya, not less than 35% of 170,000 freight wagons are to be replaced.
Kryukovsky Wagon-Building Plant is one of the largest wagon-building enterprises in the CIS. At the same time, it is the only Ukrainian plant that builds both passenger and freight wagons. The plant's produce is exported to Russia, Kazakhstan, Iran and European countries.
DFDS Purchased Line from Lisco Baltic Service
Danish group of shipping companies DFDS purchased a profitable shipping line Klaipeda-Karlshamn from its daughter company - a Klaipeda ferry company Lisco Baltic Service (LBS). After German Shipping Company Scandlines gave it up, DFDS took from LBS a line destined to Kiel at the beginning of 2006.
"The ferries, servicing the lines to Kiel and Karlshamn, will be managed by the subdivisions of DFDC; however, the Lithuanian company will be responsible for passenger transportation", DFDS vice-president Peder Gellert Pedersen said.
The top management of DFDS gives no information concerning the price of the term on which the Danish company purchased the line to Karlshamn, where two freight and passenger ferries owned by LBS operate successfully.
New Fitting Platform Produced by Kryukovsky Wagon-Building Plant
Kryukovsky Wagon-Building Plant (Ukraine) has produced a flat wagon of 13-7024 type, destined for transportation of two 40-foot or four 20-foot universal containers along the railway network of Ukraine or the CIS with the gauge of 1,520 mm.
The potential customers' requirements for the long-base platform of 13-7024 type were as follows: the lightest container possible and a carrying capacity of 71 tons. As a result, the wagon-builders developed a wagon with carrying capacity of 71.5 tons, with container weight of 22 tons. The main elements of the wagon's bearing structure are made of strong steel.
One more advantage of the flat wagon of 13-7024 type is the easiness of checking up the position of the fitting buffer stops. According to the technical requirements "Distribution and Fastening of cargoes in Wagons and Containers", which are the same for all the CIS, fulfillment of this requirement is obligatory.
The serial production of the new platform started at the beginning of 2006.
Mechel Increases Stake in Posyet Seaport to 93.4%
Mechel, Russia's No. 5 steel producer, increased its stake in the Posyet Commercial Seaport in Russia's Maritime Territory by 13%, from 80.4% to 93.37%.
The port's shareholders register was amended on February 8.
The Russian Federal Property Fund planned to sell 13% of the port at a December 28 auction, but the auction results have yet to be announced. The starting price was RUR 29.2 million and the bidding increment RUR 1.4 million.
Posyet is the fourth biggest port in the Russian Far East and is open all year round.
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The reduction of transit volumes started in 2005, when cargo was delayed at the Nakhodka-Buslovskaya station due to the lack of fitting platforms. In August 2005, ocean shipping companies reduced charter rates, which resulted in some freight flows being redirected to their lines. According to the results of 2005, transit transportation along the TransSib reduced by 20%. And since January 15, transportation of transit freight from the Nakhodka-Vostochnaya station to Buslovskaya station has almost come to a standstill due to lack of containers required for a block train. Besides, in the first two weeks of 2006, the containers were mainly transported in accordance with the last year contracts, and the major forwarding companies stopped booking their transit freight via the TransSib.
The leading forwarding companies told "The RZD-Partner International" that now transit transportation along the TransSib is unprofitable, and consignors are taking their time out. The largest forwarding companies forecast that as the situation did not change till March, the container flow that used to be transported along the TransSib will be redirected to the sea transport, where carriers continue to reduce charter rates following container vessels of larger capacity (6,000 - 8,000 TEU) being put into operation. Their stable and regular work will be their main advantage for consignors. Director General of container terminals ZAO VICS and OOO Vostochny Stevedoring Company Vsevolod Goryainov also said that "Asian consignors and forwarders working with transit decided that the new railway tariffs could not compete with the charter rates, so they preferred to transport transit cargoes by sea".
The railmen's reason for offer to the Federal Tariff Service is absolutely clear - it was necessary to reach the cost price level. The old tariffs did not cover the expenses on transportation, which is why OAO RZD as a business structure had to calculate and offer a new tariff rate, not to suffer any more losses during transportation. In fact, before they were subsidizing this type of transportation at the expense of other cargoes. At the same time, taking the state's interests into consideration, it was necessary to make for the disruption in the schemes of unregistered import, which made the most part of container transit along the TransSib. However, transit was not compensated by import: tariffs on import containers transportation increased by 32.9% following tariffs indexation and VAT increase.
The Ministry of Transport of the RF on behalf of the state maintains that the decision made on tariff increase was right and is not worried about the re-routing of container flows. Igor Levitin, the Minister of Transport, claims that the most part of the TransSib transit is transported illegally import. We've increased transit tariff, but decreased the one on import in order to allow the Russian cargo to be conveniently transported to Russia. He points out that previously all this worked the opposite way: import was more expansive than transit to another country with the further run to the center of Russia by truck. As was said, the policy was aimed at transit attraction, but if the majority of the volume clearly has nothing to do with transit, who is deceived and why? Now we simply signal that using legal schemes of transportation is cheaper. There is nothing to be afraid of for those companies who did it legally, but for the adepts of illegal schemes this situation is really irritating, as it brings no profit any longer. "Thus, we've got a great number of claims to it. I think, in respect of real transit flow from the countries of South-Eastern Asia towards the EU, we could set a special tariff system that would make the TransSib competitive to shipping and allow Russian transport companies to earn their profit. What I mean is if it is transit, we'll make it competitive with the help of lower tariffs compared to the ones on shipping. If this has to do with illegal schemes, we are against them", highlights the Minister.
Following the extraordinary meetings with the members of the International Coordinating Council of Transportation along the TransSib, carriers and forwarders, the Secretariat of the International Coordinating Council of Transportation along the TransSib gave the Council's authorities and OAO RZD its offers to recommence the transit freight flow via the TransSib. The possibility of a temporary moratorium is being discussed concerning further increase of tariffs on freight transportation. During that period it would be necessary to work out and approve tariff conditions competitive with sea transportation, taking into account the financial interests of all the partners participating in the transportation along the TransSib. Each carrier's profit should correspond to the transport expenses.
General Secretary of the International Coordinating Council of Transportation along the TransSib Gennady Bessonov stated, "If we do not manage to return freight to the TransSib, we will lose the trust of cargo owners, and it will take a lot of time to gain it back".
Negotiations between sea and railway carriers still continue, but no decision has been made yet. Let's hope, they will come up with a competitive through tariff rate, otherwise we can forget about reaching the target of transit potential realization and the increase to 500 thousand TEU-1000 million thousand, which is a political question.
Maria Ghermanova
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The reduction of transit volumes started in 2005, when cargo was delayed at the Nakhodka-Buslovskaya station due to the lack of fitting platforms. In August 2005, ocean shipping companies reduced charter rates, which resulted in some freight flows being redirected to their lines. According to the results of 2005, transit transportation along the TransSib reduced by 20%. And since January 15, transportation of transit freight from the Nakhodka-Vostochnaya station to Buslovskaya station has almost come to a standstill due to lack of containers required for a block train. Besides, in the first two weeks of 2006, the containers were mainly transported in accordance with the last year contracts, and the major forwarding companies stopped booking their transit freight via the TransSib.
The leading forwarding companies told "The RZD-Partner International" that now transit transportation along the TransSib is unprofitable, and consignors are taking their time out. The largest forwarding companies forecast that as the situation did not change till March, the container flow that used to be transported along the TransSib will be redirected to the sea transport, where carriers continue to reduce charter rates following container vessels of larger capacity (6,000 - 8,000 TEU) being put into operation. Their stable and regular work will be their main advantage for consignors. Director General of container terminals ZAO VICS and OOO Vostochny Stevedoring Company Vsevolod Goryainov also said that "Asian consignors and forwarders working with transit decided that the new railway tariffs could not compete with the charter rates, so they preferred to transport transit cargoes by sea".
The railmen's reason for offer to the Federal Tariff Service is absolutely clear - it was necessary to reach the cost price level. The old tariffs did not cover the expenses on transportation, which is why OAO RZD as a business structure had to calculate and offer a new tariff rate, not to suffer any more losses during transportation. In fact, before they were subsidizing this type of transportation at the expense of other cargoes. At the same time, taking the state's interests into consideration, it was necessary to make for the disruption in the schemes of unregistered import, which made the most part of container transit along the TransSib. However, transit was not compensated by import: tariffs on import containers transportation increased by 32.9% following tariffs indexation and VAT increase.
The Ministry of Transport of the RF on behalf of the state maintains that the decision made on tariff increase was right and is not worried about the re-routing of container flows. Igor Levitin, the Minister of Transport, claims that the most part of the TransSib transit is transported illegally import. We've increased transit tariff, but decreased the one on import in order to allow the Russian cargo to be conveniently transported to Russia. He points out that previously all this worked the opposite way: import was more expansive than transit to another country with the further run to the center of Russia by truck. As was said, the policy was aimed at transit attraction, but if the majority of the volume clearly has nothing to do with transit, who is deceived and why? Now we simply signal that using legal schemes of transportation is cheaper. There is nothing to be afraid of for those companies who did it legally, but for the adepts of illegal schemes this situation is really irritating, as it brings no profit any longer. "Thus, we've got a great number of claims to it. I think, in respect of real transit flow from the countries of South-Eastern Asia towards the EU, we could set a special tariff system that would make the TransSib competitive to shipping and allow Russian transport companies to earn their profit. What I mean is if it is transit, we'll make it competitive with the help of lower tariffs compared to the ones on shipping. If this has to do with illegal schemes, we are against them", highlights the Minister.
Following the extraordinary meetings with the members of the International Coordinating Council of Transportation along the TransSib, carriers and forwarders, the Secretariat of the International Coordinating Council of Transportation along the TransSib gave the Council's authorities and OAO RZD its offers to recommence the transit freight flow via the TransSib. The possibility of a temporary moratorium is being discussed concerning further increase of tariffs on freight transportation. During that period it would be necessary to work out and approve tariff conditions competitive with sea transportation, taking into account the financial interests of all the partners participating in the transportation along the TransSib. Each carrier's profit should correspond to the transport expenses.
General Secretary of the International Coordinating Council of Transportation along the TransSib Gennady Bessonov stated, "If we do not manage to return freight to the TransSib, we will lose the trust of cargo owners, and it will take a lot of time to gain it back".
Negotiations between sea and railway carriers still continue, but no decision has been made yet. Let's hope, they will come up with a competitive through tariff rate, otherwise we can forget about reaching the target of transit potential realization and the increase to 500 thousand TEU-1000 million thousand, which is a political question.
Maria Ghermanova
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The reduction of transit volumes started in 2005, when cargo was delayed at the Nakhodka-Buslovskaya station due to the lack of fitting platforms. In August 2005, ocean shipping companies reduced charter rates, which resulted in some freight flows being redirected to their lines. According to the results of 2005, transit transportation along the TransSib reduced by 20%. And since January 15, transportation of transit freight from the Nakhodka-Vostochnaya station to Buslovskaya station has almost come to a standstill due to lack of containers required for a block train. Besides, in the first two weeks of 2006, the containers were mainly transported in accordance with the last year contracts, and the major forwarding companies stopped booking their transit freight via the TransSib.
The leading forwarding companies told "The RZD-Partner International" that now transit transportation along the TransSib is unprofitable, and consignors are taking their time out. The largest forwarding companies forecast that as the situation did not change till March, the container flow that used to be transported along the TransSib will be redirected to the sea transport, where carriers continue to reduce charter rates following container vessels of larger capacity (6,000 - 8,000 TEU) being put into operation. Their stable and regular work will be their main advantage for consignors. Director General of container terminals ZAO VICS and OOO Vostochny Stevedoring Company Vsevolod Goryainov also said that "Asian consignors and forwarders working with transit decided that the new railway tariffs could not compete with the charter rates, so they preferred to transport transit cargoes by sea".
The railmen's reason for offer to the Federal Tariff Service is absolutely clear - it was necessary to reach the cost price level. The old tariffs did not cover the expenses on transportation, which is why OAO RZD as a business structure had to calculate and offer a new tariff rate, not to suffer any more losses during transportation. In fact, before they were subsidizing this type of transportation at the expense of other cargoes. At the same time, taking the state's interests into consideration, it was necessary to make for the disruption in the schemes of unregistered import, which made the most part of container transit along the TransSib. However, transit was not compensated by import: tariffs on import containers transportation increased by 32.9% following tariffs indexation and VAT increase.
The Ministry of Transport of the RF on behalf of the state maintains that the decision made on tariff increase was right and is not worried about the re-routing of container flows. Igor Levitin, the Minister of Transport, claims that the most part of the TransSib transit is transported illegally import. We've increased transit tariff, but decreased the one on import in order to allow the Russian cargo to be conveniently transported to Russia. He points out that previously all this worked the opposite way: import was more expansive than transit to another country with the further run to the center of Russia by truck. As was said, the policy was aimed at transit attraction, but if the majority of the volume clearly has nothing to do with transit, who is deceived and why? Now we simply signal that using legal schemes of transportation is cheaper. There is nothing to be afraid of for those companies who did it legally, but for the adepts of illegal schemes this situation is really irritating, as it brings no profit any longer. "Thus, we've got a great number of claims to it. I think, in respect of real transit flow from the countries of South-Eastern Asia towards the EU, we could set a special tariff system that would make the TransSib competitive to shipping and allow Russian transport companies to earn their profit. What I mean is if it is transit, we'll make it competitive with the help of lower tariffs compared to the ones on shipping. If this has to do with illegal schemes, we are against them", highlights the Minister.
Following the extraordinary meetings with the members of the International Coordinating Council of Transportation along the TransSib, carriers and forwarders, the Secretariat of the International Coordinating Council of Transportation along the TransSib gave the Council's authorities and OAO RZD its offers to recommence the transit freight flow via the TransSib. The possibility of a temporary moratorium is being discussed concerning further increase of tariffs on freight transportation. During that period it would be necessary to work out and approve tariff conditions competitive with sea transportation, taking into account the financial interests of all the partners participating in the transportation along the TransSib. Each carrier's profit should correspond to the transport expenses.
General Secretary of the International Coordinating Council of Transportation along the TransSib Gennady Bessonov stated, "If we do not manage to return freight to the TransSib, we will lose the trust of cargo owners, and it will take a lot of time to gain it back".
Negotiations between sea and railway carriers still continue, but no decision has been made yet. Let's hope, they will come up with a competitive through tariff rate, otherwise we can forget about reaching the target of transit potential realization and the increase to 500 thousand TEU-1000 million thousand, which is a political question.
Maria Ghermanova
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The reduction of transit volumes started in 2005, when cargo was delayed at the Nakhodka-Buslovskaya station due to the lack of fitting platforms. In August 2005, ocean shipping companies reduced charter rates, which resulted in some freight flows being redirected to their lines. According to the results of 2005, transit transportation along the TransSib reduced by 20%. And since January 15, transportation of transit freight from the Nakhodka-Vostochnaya station to Buslovskaya station has almost come to a standstill due to lack of containers required for a block train. Besides, in the first two weeks of 2006, the containers were mainly transported in accordance with the last year contracts, and the major forwarding companies stopped booking their transit freight via the TransSib.
The leading forwarding companies told "The RZD-Partner International" that now transit transportation along the TransSib is unprofitable, and consignors are taking their time out. The largest forwarding companies forecast that as the situation did not change till March, the container flow that used to be transported along the TransSib will be redirected to the sea transport, where carriers continue to reduce charter rates following container vessels of larger capacity (6,000 - 8,000 TEU) being put into operation. Their stable and regular work will be their main advantage for consignors. Director General of container terminals ZAO VICS and OOO Vostochny Stevedoring Company Vsevolod Goryainov also said that "Asian consignors and forwarders working with transit decided that the new railway tariffs could not compete with the charter rates, so they preferred to transport transit cargoes by sea".
The railmen's reason for offer to the Federal Tariff Service is absolutely clear - it was necessary to reach the cost price level. The old tariffs did not cover the expenses on transportation, which is why OAO RZD as a business structure had to calculate and offer a new tariff rate, not to suffer any more losses during transportation. In fact, before they were subsidizing this type of transportation at the expense of other cargoes. At the same time, taking the state's interests into consideration, it was necessary to make for the disruption in the schemes of unregistered import, which made the most part of container transit along the TransSib. However, transit was not compensated by import: tariffs on import containers transportation increased by 32.9% following tariffs indexation and VAT increase.
The Ministry of Transport of the RF on behalf of the state maintains that the decision made on tariff increase was right and is not worried about the re-routing of container flows. Igor Levitin, the Minister of Transport, claims that the most part of the TransSib transit is transported illegally import. We've increased transit tariff, but decreased the one on import in order to allow the Russian cargo to be conveniently transported to Russia. He points out that previously all this worked the opposite way: import was more expansive than transit to another country with the further run to the center of Russia by truck. As was said, the policy was aimed at transit attraction, but if the majority of the volume clearly has nothing to do with transit, who is deceived and why? Now we simply signal that using legal schemes of transportation is cheaper. There is nothing to be afraid of for those companies who did it legally, but for the adepts of illegal schemes this situation is really irritating, as it brings no profit any longer. "Thus, we've got a great number of claims to it. I think, in respect of real transit flow from the countries of South-Eastern Asia towards the EU, we could set a special tariff system that would make the TransSib competitive to shipping and allow Russian transport companies to earn their profit. What I mean is if it is transit, we'll make it competitive with the help of lower tariffs compared to the ones on shipping. If this has to do with illegal schemes, we are against them", highlights the Minister.
Following the extraordinary meetings with the members of the International Coordinating Council of Transportation along the TransSib, carriers and forwarders, the Secretariat of the International Coordinating Council of Transportation along the TransSib gave the Council's authorities and OAO RZD its offers to recommence the transit freight flow via the TransSib. The possibility of a temporary moratorium is being discussed concerning further increase of tariffs on freight transportation. During that period it would be necessary to work out and approve tariff conditions competitive with sea transportation, taking into account the financial interests of all the partners participating in the transportation along the TransSib. Each carrier's profit should correspond to the transport expenses.
General Secretary of the International Coordinating Council of Transportation along the TransSib Gennady Bessonov stated, "If we do not manage to return freight to the TransSib, we will lose the trust of cargo owners, and it will take a lot of time to gain it back".
Negotiations between sea and railway carriers still continue, but no decision has been made yet. Let's hope, they will come up with a competitive through tariff rate, otherwise we can forget about reaching the target of transit potential realization and the increase to 500 thousand TEU-1000 million thousand, which is a political question.
Maria Ghermanova
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[PREVIEW_TEXT] => In January 2006, transportation of containerized freight along the TransSiberian Railway almost stopped. On January 1, 2006, railway tariffs on transit freight transportation along the TransSib increased by 30% for loaded containers and threefold-fourfold for empty ones. That became the last straw for the cargo owners, already facing the imperfect work of the customs bodies and the drawbacks of logistics. As a result, according to the data of the port of Vostochny, in January 2006, only 825 transit containers were handled in the port, i.e. 3,712 containers down year-on-year.
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[DETAIL_TEXT] => One of the most important reform stages for OAO RZDis the separation of specialized activitiesof transportation business, including container transportation. The current situation and the resultsof the OAO RZD affiliate - Center on containerized cargo transportation Transcontainer - are commentedon by Peter Baskakov, Director of the company.
- Mr.Baskakov, what is your vision of the department functioning in 2005? What are the most important results achieved during this period?
- In 2005, we over-fulfilled the annual planned task set in the strategic programme on container transportation development until 2010, both in respect of volumes and financial data. Transportation volumes growth made 10.4% year-on-year and financial results increased by 8.6%. Thus, it is a success.
So, what did we manage to do to achieve such results? First of all, I'd mention the shortening of container passage by 1.4 days and that of car passage by 7 hours. It's an important fact, not only because it reduces our expenditures, but it also shows the high level of our specialists' professionalism. Another significant fact to mention is that last year we launched the programme of enhancing our parks with platforms and containers. In 2005 we purchased over 5 thousand 40ft containers and 2300 fitting platforms (2132 of them - on leasing terms).
Today we can claim that we do not suffer deficit in rolling stock for container transportation. All the purchases are made by our company, as well as by independent operators, taking into account the market development tendencies. Of course, there still remains the problem of our efficient cooperation with ports, but, as you know, the respective efforts to solve it are made by both railway and port authorities. By the way, being an affiliate, we'll have a chance to launch joint business with stevedoring companies and port terminals. I personally believe it to be one of the most efficient ways to sort out the problem of cooperation.
Last year we also started to modernize 47 container terminals transferred to us. We renovated the first stations, among the biggest ones are, for example, "Kuntsevo-2" in Moscow, and "Kleschikha" in Novosibirsk. We bought four reachstackers to handle ISO containers. Thus, in spite of the fact that last year we functioned as OAO RZD department, our strategy on container infrastructure and its implementation got close to affiliate business principles.
In 2005 we carried on with formation of our own agent net all over Russia. Now at railways and railway stations of our country there already function 120 our own agencies controlled, according to the network principle, by 17 regional departments. The biggest ones are located at the Moscovskaya (Moscow), Oktyabrskaya (October), Zapadno-Sibirskaya (Western-Siberian) and Dalnevostochnaya (Far East) railways: in general they make over 60% of loading volumes. Our further plans on the agent net development are also connected with cooperation with forwarding companies which is rapidly improving.
New container routes development also makes a good showing. Due to the work done last year we managed to launch regular service of container train "Mercury" on the route Kaliningrad/Klaipeda-Moscow. Deliveries of car spare parts to the factory Tagaz (Taganrog city) from South Korea were arranged. These trains are formed by Transcontainer and Russkaya Troika JSC. Last year there were dispatched 86 trains and transported 11501 TEU, whereof 8448 TEU made by our company. Trial-run of container train from Estonia on the route Muuga-Moscow was organized. I'd like to emphasize the fact of concluding a contract with the Finnish railways in December, 2005 that envisages the launch of the container route "Aurora Borealis" (Finland-Moscow). On December 21, the first train was dispatched that transported thirty four 40ft containers from the ports of Kotka and Hamina to the station Moscow-Tovarnaya Oktyabrskaya.
- Late in 2005 there was held a meeting of OAO RZD Board where the final decision on Transcontainer department separation into a juridical person by transforming it into an affiliate was made. What advantages and disadvantages did your company get and what results for other market players will follow?
- Absolutely right. On December 28, 2005, a session of the OAO RZD Board took place, where a series of documents were approved, including the prepared business-plan on further development of Transcontainer as an affiliate with capital stock worth USD 500 million.
Such change is a market demand which sets the rules for everybody: ОАО RZD, our department, our competitors, our partners and clients. Our client is of greater importance to us, of course. His demand creates a simple scheme: to entrust his cargo easily and comfortably where required and receive it comfortably where it must be delivered according to the documents. To fulfil this task qualitatively and in a large-scaled way, we are transforming our department into an affiliate. What are the advantages?
First of all, it is full juridical, organizational and economic separation of container transportation, in order to function as a full-right business-unit which allows OAO RZD to be guided by such a key parameter as profitability of container transportation proper. The whole system of our expenditures and profits will become more transparent, which is, in general, a necessary proviso to attract investment, since no investor, as you can see, will invest, if he is unable to foresee the risks.
One more point to mention is the independence in controlling finances and the opportunity to use them on target. If earlier money could be taken out of the container sector and re-directed into, for example, the passenger complex, now Transcontainer can invest its profit into container infrastructure development. Certainly, this is an absolutely new level of opportunities for capitalization. The company is provided with conditions for a much more dynamic growth of such sort of business as container transportation.
Of course, to develop only investment activities is not enough. We should reduce expenses, optimize expenditures and improve service quality. So, you see, we are getting one more competitive advantage, which is the opportunity to set more flexible price policy for our client. Earlier our services cost was calculated on the basis of the fact that the car component, the container component and the infrastructure component were combined in a tariff. Moreover, the client paying for container transportation also paid for the empty run beforehand, though it is very often quite long. What will happen now? Now any run of container or rolling stock within Transcontainer railway net will be paid by OAO RZD, as done by any operator company. That is the reason why, being an affiliate, we have to think how to reduce the empty-runs of cars and containers to decrease our clients' financial expenses for back-runs. We don't mind, if we fail with getting profit from transportation, but we will be badly interested in having no empty back-runs. Thus, we are dealing with a very flexible modern market system of tariff formation by rolling stock and container park operator, when the company can regulate pricing on the level of the car and the container components. It is a great advantage both for us and our customers. It means we can come to an agreement with the client and set the realistic and suitable price for transportation of the client's cargo. At the same time, OAO RZD suffers no losses as it will get the tariff set in the Tariff Regulation as it did before. However, we, in our turn, can get additional profit on those routes that were unprofitable for our client earlier. And all this is thanks to tariff flexibility.
- Will these changes make Transcontainer a more competitive player on the international cargo transportation market?
- Not long ago Russian borders actually limited our activities and, being in fact a carrier within OAO RZD network, we couldn't influence the international market. Certainly, to function within the sector of domestic transportation is much easier, but even here we often reach our client via a forwarder, in particular in such segment as "client-terminal". It often causes discomfort to our client. Speaking of import and export transportation, we have to confess our opportunities are still strictly limited. That is why we work hard on the development of our agencies abroad, first of all, in China, in the Baltic countries and the CIS. I wish we developed our business activities in Europe faster. This sector is of special importance for Transcontainer, as it will allow us to be closer to the Western customer and offer our services on the spot.
- Transfer to the new system of functioning is always a "painful" process:
- First of all, it concerns tariffs, as was already mentioned. In the process of affiliate formation, we totally re-considered and re-built the tariff system and it took us some time. To put it right it is a long process.
Much work had to be done to conclude contracts with cargo owners, sort out problems with accesses in order to build a new technology of relations. Software should be properly installed. But we are ready for it and our clients and partners won't be influenced by this transfer period in respect of our services quality.
- In your opinion, what are the tendencies of container transportation market and what are your company prospects?
- General rates of containerization are quite forecastable now. It concerns both the global market and the domestic market. At the same time, the range of cargo suitable for container transportation is constantly expanding. Thus, for example, in recent years we've made a lot to attract volumes of cellulose-paper industry. It wasn't possible five-six years ago. Speaking of our company, Transcontainer will focus on the transportation of non-common containerized cargoes, besides our basic cargo nomenclature. This will be perishable goods, liquefied gas, and petrochemical produce. So, we'll work on purchasing new refrigerators, tank-containers, and container thermoses. In China, for example, they started to use 50ft containers. It is a new direction for us as well.
We will be enhancing our rolling stock and container parks. In 2006, we are planning to buy about 1700 units of long-based (80ft) platforms, as we have only 95 units now - it is not enough. In general, our park operates 18 meters platforms that are capable to transport three 20ft containers or one 40ft plus one 20ft containers - they make about 80%, and 20% is a park of short-based ones (40ft). Also we operate 2200 platforms equipped for combined transportation of timber, pipes, metal and containers.
Our corporate programme of development includes certain plans to purchase motor transport, as we feel the need to provide not only services on railway transportation, but also to offer the whole set of logistic services. By the way, we already have such experience. We have about 120 units of motor transport (mainly at the Zapadno-Sibirskaya (Western-Siberian) and Moscovskaya (Moscow) railways).
In general our crucial target is to establish an affiliate and not to lose transportation volumes, but, on the opposite, to increase them. We have all the potential to do this.
Interviewed by German Nutels
[~DETAIL_TEXT] => One of the most important reform stages for OAO RZDis the separation of specialized activitiesof transportation business, including container transportation. The current situation and the resultsof the OAO RZD affiliate - Center on containerized cargo transportation Transcontainer - are commentedon by Peter Baskakov, Director of the company.
- Mr.Baskakov, what is your vision of the department functioning in 2005? What are the most important results achieved during this period?
- In 2005, we over-fulfilled the annual planned task set in the strategic programme on container transportation development until 2010, both in respect of volumes and financial data. Transportation volumes growth made 10.4% year-on-year and financial results increased by 8.6%. Thus, it is a success.
So, what did we manage to do to achieve such results? First of all, I'd mention the shortening of container passage by 1.4 days and that of car passage by 7 hours. It's an important fact, not only because it reduces our expenditures, but it also shows the high level of our specialists' professionalism. Another significant fact to mention is that last year we launched the programme of enhancing our parks with platforms and containers. In 2005 we purchased over 5 thousand 40ft containers and 2300 fitting platforms (2132 of them - on leasing terms).
Today we can claim that we do not suffer deficit in rolling stock for container transportation. All the purchases are made by our company, as well as by independent operators, taking into account the market development tendencies. Of course, there still remains the problem of our efficient cooperation with ports, but, as you know, the respective efforts to solve it are made by both railway and port authorities. By the way, being an affiliate, we'll have a chance to launch joint business with stevedoring companies and port terminals. I personally believe it to be one of the most efficient ways to sort out the problem of cooperation.
Last year we also started to modernize 47 container terminals transferred to us. We renovated the first stations, among the biggest ones are, for example, "Kuntsevo-2" in Moscow, and "Kleschikha" in Novosibirsk. We bought four reachstackers to handle ISO containers. Thus, in spite of the fact that last year we functioned as OAO RZD department, our strategy on container infrastructure and its implementation got close to affiliate business principles.
In 2005 we carried on with formation of our own agent net all over Russia. Now at railways and railway stations of our country there already function 120 our own agencies controlled, according to the network principle, by 17 regional departments. The biggest ones are located at the Moscovskaya (Moscow), Oktyabrskaya (October), Zapadno-Sibirskaya (Western-Siberian) and Dalnevostochnaya (Far East) railways: in general they make over 60% of loading volumes. Our further plans on the agent net development are also connected with cooperation with forwarding companies which is rapidly improving.
New container routes development also makes a good showing. Due to the work done last year we managed to launch regular service of container train "Mercury" on the route Kaliningrad/Klaipeda-Moscow. Deliveries of car spare parts to the factory Tagaz (Taganrog city) from South Korea were arranged. These trains are formed by Transcontainer and Russkaya Troika JSC. Last year there were dispatched 86 trains and transported 11501 TEU, whereof 8448 TEU made by our company. Trial-run of container train from Estonia on the route Muuga-Moscow was organized. I'd like to emphasize the fact of concluding a contract with the Finnish railways in December, 2005 that envisages the launch of the container route "Aurora Borealis" (Finland-Moscow). On December 21, the first train was dispatched that transported thirty four 40ft containers from the ports of Kotka and Hamina to the station Moscow-Tovarnaya Oktyabrskaya.
- Late in 2005 there was held a meeting of OAO RZD Board where the final decision on Transcontainer department separation into a juridical person by transforming it into an affiliate was made. What advantages and disadvantages did your company get and what results for other market players will follow?
- Absolutely right. On December 28, 2005, a session of the OAO RZD Board took place, where a series of documents were approved, including the prepared business-plan on further development of Transcontainer as an affiliate with capital stock worth USD 500 million.
Such change is a market demand which sets the rules for everybody: ОАО RZD, our department, our competitors, our partners and clients. Our client is of greater importance to us, of course. His demand creates a simple scheme: to entrust his cargo easily and comfortably where required and receive it comfortably where it must be delivered according to the documents. To fulfil this task qualitatively and in a large-scaled way, we are transforming our department into an affiliate. What are the advantages?
First of all, it is full juridical, organizational and economic separation of container transportation, in order to function as a full-right business-unit which allows OAO RZD to be guided by such a key parameter as profitability of container transportation proper. The whole system of our expenditures and profits will become more transparent, which is, in general, a necessary proviso to attract investment, since no investor, as you can see, will invest, if he is unable to foresee the risks.
One more point to mention is the independence in controlling finances and the opportunity to use them on target. If earlier money could be taken out of the container sector and re-directed into, for example, the passenger complex, now Transcontainer can invest its profit into container infrastructure development. Certainly, this is an absolutely new level of opportunities for capitalization. The company is provided with conditions for a much more dynamic growth of such sort of business as container transportation.
Of course, to develop only investment activities is not enough. We should reduce expenses, optimize expenditures and improve service quality. So, you see, we are getting one more competitive advantage, which is the opportunity to set more flexible price policy for our client. Earlier our services cost was calculated on the basis of the fact that the car component, the container component and the infrastructure component were combined in a tariff. Moreover, the client paying for container transportation also paid for the empty run beforehand, though it is very often quite long. What will happen now? Now any run of container or rolling stock within Transcontainer railway net will be paid by OAO RZD, as done by any operator company. That is the reason why, being an affiliate, we have to think how to reduce the empty-runs of cars and containers to decrease our clients' financial expenses for back-runs. We don't mind, if we fail with getting profit from transportation, but we will be badly interested in having no empty back-runs. Thus, we are dealing with a very flexible modern market system of tariff formation by rolling stock and container park operator, when the company can regulate pricing on the level of the car and the container components. It is a great advantage both for us and our customers. It means we can come to an agreement with the client and set the realistic and suitable price for transportation of the client's cargo. At the same time, OAO RZD suffers no losses as it will get the tariff set in the Tariff Regulation as it did before. However, we, in our turn, can get additional profit on those routes that were unprofitable for our client earlier. And all this is thanks to tariff flexibility.
- Will these changes make Transcontainer a more competitive player on the international cargo transportation market?
- Not long ago Russian borders actually limited our activities and, being in fact a carrier within OAO RZD network, we couldn't influence the international market. Certainly, to function within the sector of domestic transportation is much easier, but even here we often reach our client via a forwarder, in particular in such segment as "client-terminal". It often causes discomfort to our client. Speaking of import and export transportation, we have to confess our opportunities are still strictly limited. That is why we work hard on the development of our agencies abroad, first of all, in China, in the Baltic countries and the CIS. I wish we developed our business activities in Europe faster. This sector is of special importance for Transcontainer, as it will allow us to be closer to the Western customer and offer our services on the spot.
- Transfer to the new system of functioning is always a "painful" process:
- First of all, it concerns tariffs, as was already mentioned. In the process of affiliate formation, we totally re-considered and re-built the tariff system and it took us some time. To put it right it is a long process.
Much work had to be done to conclude contracts with cargo owners, sort out problems with accesses in order to build a new technology of relations. Software should be properly installed. But we are ready for it and our clients and partners won't be influenced by this transfer period in respect of our services quality.
- In your opinion, what are the tendencies of container transportation market and what are your company prospects?
- General rates of containerization are quite forecastable now. It concerns both the global market and the domestic market. At the same time, the range of cargo suitable for container transportation is constantly expanding. Thus, for example, in recent years we've made a lot to attract volumes of cellulose-paper industry. It wasn't possible five-six years ago. Speaking of our company, Transcontainer will focus on the transportation of non-common containerized cargoes, besides our basic cargo nomenclature. This will be perishable goods, liquefied gas, and petrochemical produce. So, we'll work on purchasing new refrigerators, tank-containers, and container thermoses. In China, for example, they started to use 50ft containers. It is a new direction for us as well.
We will be enhancing our rolling stock and container parks. In 2006, we are planning to buy about 1700 units of long-based (80ft) platforms, as we have only 95 units now - it is not enough. In general, our park operates 18 meters platforms that are capable to transport three 20ft containers or one 40ft plus one 20ft containers - they make about 80%, and 20% is a park of short-based ones (40ft). Also we operate 2200 platforms equipped for combined transportation of timber, pipes, metal and containers.
Our corporate programme of development includes certain plans to purchase motor transport, as we feel the need to provide not only services on railway transportation, but also to offer the whole set of logistic services. By the way, we already have such experience. We have about 120 units of motor transport (mainly at the Zapadno-Sibirskaya (Western-Siberian) and Moscovskaya (Moscow) railways).
In general our crucial target is to establish an affiliate and not to lose transportation volumes, but, on the opposite, to increase them. We have all the potential to do this.
Interviewed by German Nutels
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[DETAIL_TEXT] => One of the most important reform stages for OAO RZDis the separation of specialized activitiesof transportation business, including container transportation. The current situation and the resultsof the OAO RZD affiliate - Center on containerized cargo transportation Transcontainer - are commentedon by Peter Baskakov, Director of the company.
- Mr.Baskakov, what is your vision of the department functioning in 2005? What are the most important results achieved during this period?
- In 2005, we over-fulfilled the annual planned task set in the strategic programme on container transportation development until 2010, both in respect of volumes and financial data. Transportation volumes growth made 10.4% year-on-year and financial results increased by 8.6%. Thus, it is a success.
So, what did we manage to do to achieve such results? First of all, I'd mention the shortening of container passage by 1.4 days and that of car passage by 7 hours. It's an important fact, not only because it reduces our expenditures, but it also shows the high level of our specialists' professionalism. Another significant fact to mention is that last year we launched the programme of enhancing our parks with platforms and containers. In 2005 we purchased over 5 thousand 40ft containers and 2300 fitting platforms (2132 of them - on leasing terms).
Today we can claim that we do not suffer deficit in rolling stock for container transportation. All the purchases are made by our company, as well as by independent operators, taking into account the market development tendencies. Of course, there still remains the problem of our efficient cooperation with ports, but, as you know, the respective efforts to solve it are made by both railway and port authorities. By the way, being an affiliate, we'll have a chance to launch joint business with stevedoring companies and port terminals. I personally believe it to be one of the most efficient ways to sort out the problem of cooperation.
Last year we also started to modernize 47 container terminals transferred to us. We renovated the first stations, among the biggest ones are, for example, "Kuntsevo-2" in Moscow, and "Kleschikha" in Novosibirsk. We bought four reachstackers to handle ISO containers. Thus, in spite of the fact that last year we functioned as OAO RZD department, our strategy on container infrastructure and its implementation got close to affiliate business principles.
In 2005 we carried on with formation of our own agent net all over Russia. Now at railways and railway stations of our country there already function 120 our own agencies controlled, according to the network principle, by 17 regional departments. The biggest ones are located at the Moscovskaya (Moscow), Oktyabrskaya (October), Zapadno-Sibirskaya (Western-Siberian) and Dalnevostochnaya (Far East) railways: in general they make over 60% of loading volumes. Our further plans on the agent net development are also connected with cooperation with forwarding companies which is rapidly improving.
New container routes development also makes a good showing. Due to the work done last year we managed to launch regular service of container train "Mercury" on the route Kaliningrad/Klaipeda-Moscow. Deliveries of car spare parts to the factory Tagaz (Taganrog city) from South Korea were arranged. These trains are formed by Transcontainer and Russkaya Troika JSC. Last year there were dispatched 86 trains and transported 11501 TEU, whereof 8448 TEU made by our company. Trial-run of container train from Estonia on the route Muuga-Moscow was organized. I'd like to emphasize the fact of concluding a contract with the Finnish railways in December, 2005 that envisages the launch of the container route "Aurora Borealis" (Finland-Moscow). On December 21, the first train was dispatched that transported thirty four 40ft containers from the ports of Kotka and Hamina to the station Moscow-Tovarnaya Oktyabrskaya.
- Late in 2005 there was held a meeting of OAO RZD Board where the final decision on Transcontainer department separation into a juridical person by transforming it into an affiliate was made. What advantages and disadvantages did your company get and what results for other market players will follow?
- Absolutely right. On December 28, 2005, a session of the OAO RZD Board took place, where a series of documents were approved, including the prepared business-plan on further development of Transcontainer as an affiliate with capital stock worth USD 500 million.
Such change is a market demand which sets the rules for everybody: ОАО RZD, our department, our competitors, our partners and clients. Our client is of greater importance to us, of course. His demand creates a simple scheme: to entrust his cargo easily and comfortably where required and receive it comfortably where it must be delivered according to the documents. To fulfil this task qualitatively and in a large-scaled way, we are transforming our department into an affiliate. What are the advantages?
First of all, it is full juridical, organizational and economic separation of container transportation, in order to function as a full-right business-unit which allows OAO RZD to be guided by such a key parameter as profitability of container transportation proper. The whole system of our expenditures and profits will become more transparent, which is, in general, a necessary proviso to attract investment, since no investor, as you can see, will invest, if he is unable to foresee the risks.
One more point to mention is the independence in controlling finances and the opportunity to use them on target. If earlier money could be taken out of the container sector and re-directed into, for example, the passenger complex, now Transcontainer can invest its profit into container infrastructure development. Certainly, this is an absolutely new level of opportunities for capitalization. The company is provided with conditions for a much more dynamic growth of such sort of business as container transportation.
Of course, to develop only investment activities is not enough. We should reduce expenses, optimize expenditures and improve service quality. So, you see, we are getting one more competitive advantage, which is the opportunity to set more flexible price policy for our client. Earlier our services cost was calculated on the basis of the fact that the car component, the container component and the infrastructure component were combined in a tariff. Moreover, the client paying for container transportation also paid for the empty run beforehand, though it is very often quite long. What will happen now? Now any run of container or rolling stock within Transcontainer railway net will be paid by OAO RZD, as done by any operator company. That is the reason why, being an affiliate, we have to think how to reduce the empty-runs of cars and containers to decrease our clients' financial expenses for back-runs. We don't mind, if we fail with getting profit from transportation, but we will be badly interested in having no empty back-runs. Thus, we are dealing with a very flexible modern market system of tariff formation by rolling stock and container park operator, when the company can regulate pricing on the level of the car and the container components. It is a great advantage both for us and our customers. It means we can come to an agreement with the client and set the realistic and suitable price for transportation of the client's cargo. At the same time, OAO RZD suffers no losses as it will get the tariff set in the Tariff Regulation as it did before. However, we, in our turn, can get additional profit on those routes that were unprofitable for our client earlier. And all this is thanks to tariff flexibility.
- Will these changes make Transcontainer a more competitive player on the international cargo transportation market?
- Not long ago Russian borders actually limited our activities and, being in fact a carrier within OAO RZD network, we couldn't influence the international market. Certainly, to function within the sector of domestic transportation is much easier, but even here we often reach our client via a forwarder, in particular in such segment as "client-terminal". It often causes discomfort to our client. Speaking of import and export transportation, we have to confess our opportunities are still strictly limited. That is why we work hard on the development of our agencies abroad, first of all, in China, in the Baltic countries and the CIS. I wish we developed our business activities in Europe faster. This sector is of special importance for Transcontainer, as it will allow us to be closer to the Western customer and offer our services on the spot.
- Transfer to the new system of functioning is always a "painful" process:
- First of all, it concerns tariffs, as was already mentioned. In the process of affiliate formation, we totally re-considered and re-built the tariff system and it took us some time. To put it right it is a long process.
Much work had to be done to conclude contracts with cargo owners, sort out problems with accesses in order to build a new technology of relations. Software should be properly installed. But we are ready for it and our clients and partners won't be influenced by this transfer period in respect of our services quality.
- In your opinion, what are the tendencies of container transportation market and what are your company prospects?
- General rates of containerization are quite forecastable now. It concerns both the global market and the domestic market. At the same time, the range of cargo suitable for container transportation is constantly expanding. Thus, for example, in recent years we've made a lot to attract volumes of cellulose-paper industry. It wasn't possible five-six years ago. Speaking of our company, Transcontainer will focus on the transportation of non-common containerized cargoes, besides our basic cargo nomenclature. This will be perishable goods, liquefied gas, and petrochemical produce. So, we'll work on purchasing new refrigerators, tank-containers, and container thermoses. In China, for example, they started to use 50ft containers. It is a new direction for us as well.
We will be enhancing our rolling stock and container parks. In 2006, we are planning to buy about 1700 units of long-based (80ft) platforms, as we have only 95 units now - it is not enough. In general, our park operates 18 meters platforms that are capable to transport three 20ft containers or one 40ft plus one 20ft containers - they make about 80%, and 20% is a park of short-based ones (40ft). Also we operate 2200 platforms equipped for combined transportation of timber, pipes, metal and containers.
Our corporate programme of development includes certain plans to purchase motor transport, as we feel the need to provide not only services on railway transportation, but also to offer the whole set of logistic services. By the way, we already have such experience. We have about 120 units of motor transport (mainly at the Zapadno-Sibirskaya (Western-Siberian) and Moscovskaya (Moscow) railways).
In general our crucial target is to establish an affiliate and not to lose transportation volumes, but, on the opposite, to increase them. We have all the potential to do this.
Interviewed by German Nutels
[~DETAIL_TEXT] => One of the most important reform stages for OAO RZDis the separation of specialized activitiesof transportation business, including container transportation. The current situation and the resultsof the OAO RZD affiliate - Center on containerized cargo transportation Transcontainer - are commentedon by Peter Baskakov, Director of the company.
- Mr.Baskakov, what is your vision of the department functioning in 2005? What are the most important results achieved during this period?
- In 2005, we over-fulfilled the annual planned task set in the strategic programme on container transportation development until 2010, both in respect of volumes and financial data. Transportation volumes growth made 10.4% year-on-year and financial results increased by 8.6%. Thus, it is a success.
So, what did we manage to do to achieve such results? First of all, I'd mention the shortening of container passage by 1.4 days and that of car passage by 7 hours. It's an important fact, not only because it reduces our expenditures, but it also shows the high level of our specialists' professionalism. Another significant fact to mention is that last year we launched the programme of enhancing our parks with platforms and containers. In 2005 we purchased over 5 thousand 40ft containers and 2300 fitting platforms (2132 of them - on leasing terms).
Today we can claim that we do not suffer deficit in rolling stock for container transportation. All the purchases are made by our company, as well as by independent operators, taking into account the market development tendencies. Of course, there still remains the problem of our efficient cooperation with ports, but, as you know, the respective efforts to solve it are made by both railway and port authorities. By the way, being an affiliate, we'll have a chance to launch joint business with stevedoring companies and port terminals. I personally believe it to be one of the most efficient ways to sort out the problem of cooperation.
Last year we also started to modernize 47 container terminals transferred to us. We renovated the first stations, among the biggest ones are, for example, "Kuntsevo-2" in Moscow, and "Kleschikha" in Novosibirsk. We bought four reachstackers to handle ISO containers. Thus, in spite of the fact that last year we functioned as OAO RZD department, our strategy on container infrastructure and its implementation got close to affiliate business principles.
In 2005 we carried on with formation of our own agent net all over Russia. Now at railways and railway stations of our country there already function 120 our own agencies controlled, according to the network principle, by 17 regional departments. The biggest ones are located at the Moscovskaya (Moscow), Oktyabrskaya (October), Zapadno-Sibirskaya (Western-Siberian) and Dalnevostochnaya (Far East) railways: in general they make over 60% of loading volumes. Our further plans on the agent net development are also connected with cooperation with forwarding companies which is rapidly improving.
New container routes development also makes a good showing. Due to the work done last year we managed to launch regular service of container train "Mercury" on the route Kaliningrad/Klaipeda-Moscow. Deliveries of car spare parts to the factory Tagaz (Taganrog city) from South Korea were arranged. These trains are formed by Transcontainer and Russkaya Troika JSC. Last year there were dispatched 86 trains and transported 11501 TEU, whereof 8448 TEU made by our company. Trial-run of container train from Estonia on the route Muuga-Moscow was organized. I'd like to emphasize the fact of concluding a contract with the Finnish railways in December, 2005 that envisages the launch of the container route "Aurora Borealis" (Finland-Moscow). On December 21, the first train was dispatched that transported thirty four 40ft containers from the ports of Kotka and Hamina to the station Moscow-Tovarnaya Oktyabrskaya.
- Late in 2005 there was held a meeting of OAO RZD Board where the final decision on Transcontainer department separation into a juridical person by transforming it into an affiliate was made. What advantages and disadvantages did your company get and what results for other market players will follow?
- Absolutely right. On December 28, 2005, a session of the OAO RZD Board took place, where a series of documents were approved, including the prepared business-plan on further development of Transcontainer as an affiliate with capital stock worth USD 500 million.
Such change is a market demand which sets the rules for everybody: ОАО RZD, our department, our competitors, our partners and clients. Our client is of greater importance to us, of course. His demand creates a simple scheme: to entrust his cargo easily and comfortably where required and receive it comfortably where it must be delivered according to the documents. To fulfil this task qualitatively and in a large-scaled way, we are transforming our department into an affiliate. What are the advantages?
First of all, it is full juridical, organizational and economic separation of container transportation, in order to function as a full-right business-unit which allows OAO RZD to be guided by such a key parameter as profitability of container transportation proper. The whole system of our expenditures and profits will become more transparent, which is, in general, a necessary proviso to attract investment, since no investor, as you can see, will invest, if he is unable to foresee the risks.
One more point to mention is the independence in controlling finances and the opportunity to use them on target. If earlier money could be taken out of the container sector and re-directed into, for example, the passenger complex, now Transcontainer can invest its profit into container infrastructure development. Certainly, this is an absolutely new level of opportunities for capitalization. The company is provided with conditions for a much more dynamic growth of such sort of business as container transportation.
Of course, to develop only investment activities is not enough. We should reduce expenses, optimize expenditures and improve service quality. So, you see, we are getting one more competitive advantage, which is the opportunity to set more flexible price policy for our client. Earlier our services cost was calculated on the basis of the fact that the car component, the container component and the infrastructure component were combined in a tariff. Moreover, the client paying for container transportation also paid for the empty run beforehand, though it is very often quite long. What will happen now? Now any run of container or rolling stock within Transcontainer railway net will be paid by OAO RZD, as done by any operator company. That is the reason why, being an affiliate, we have to think how to reduce the empty-runs of cars and containers to decrease our clients' financial expenses for back-runs. We don't mind, if we fail with getting profit from transportation, but we will be badly interested in having no empty back-runs. Thus, we are dealing with a very flexible modern market system of tariff formation by rolling stock and container park operator, when the company can regulate pricing on the level of the car and the container components. It is a great advantage both for us and our customers. It means we can come to an agreement with the client and set the realistic and suitable price for transportation of the client's cargo. At the same time, OAO RZD suffers no losses as it will get the tariff set in the Tariff Regulation as it did before. However, we, in our turn, can get additional profit on those routes that were unprofitable for our client earlier. And all this is thanks to tariff flexibility.
- Will these changes make Transcontainer a more competitive player on the international cargo transportation market?
- Not long ago Russian borders actually limited our activities and, being in fact a carrier within OAO RZD network, we couldn't influence the international market. Certainly, to function within the sector of domestic transportation is much easier, but even here we often reach our client via a forwarder, in particular in such segment as "client-terminal". It often causes discomfort to our client. Speaking of import and export transportation, we have to confess our opportunities are still strictly limited. That is why we work hard on the development of our agencies abroad, first of all, in China, in the Baltic countries and the CIS. I wish we developed our business activities in Europe faster. This sector is of special importance for Transcontainer, as it will allow us to be closer to the Western customer and offer our services on the spot.
- Transfer to the new system of functioning is always a "painful" process:
- First of all, it concerns tariffs, as was already mentioned. In the process of affiliate formation, we totally re-considered and re-built the tariff system and it took us some time. To put it right it is a long process.
Much work had to be done to conclude contracts with cargo owners, sort out problems with accesses in order to build a new technology of relations. Software should be properly installed. But we are ready for it and our clients and partners won't be influenced by this transfer period in respect of our services quality.
- In your opinion, what are the tendencies of container transportation market and what are your company prospects?
- General rates of containerization are quite forecastable now. It concerns both the global market and the domestic market. At the same time, the range of cargo suitable for container transportation is constantly expanding. Thus, for example, in recent years we've made a lot to attract volumes of cellulose-paper industry. It wasn't possible five-six years ago. Speaking of our company, Transcontainer will focus on the transportation of non-common containerized cargoes, besides our basic cargo nomenclature. This will be perishable goods, liquefied gas, and petrochemical produce. So, we'll work on purchasing new refrigerators, tank-containers, and container thermoses. In China, for example, they started to use 50ft containers. It is a new direction for us as well.
We will be enhancing our rolling stock and container parks. In 2006, we are planning to buy about 1700 units of long-based (80ft) platforms, as we have only 95 units now - it is not enough. In general, our park operates 18 meters platforms that are capable to transport three 20ft containers or one 40ft plus one 20ft containers - they make about 80%, and 20% is a park of short-based ones (40ft). Also we operate 2200 platforms equipped for combined transportation of timber, pipes, metal and containers.
Our corporate programme of development includes certain plans to purchase motor transport, as we feel the need to provide not only services on railway transportation, but also to offer the whole set of logistic services. By the way, we already have such experience. We have about 120 units of motor transport (mainly at the Zapadno-Sibirskaya (Western-Siberian) and Moscovskaya (Moscow) railways).
In general our crucial target is to establish an affiliate and not to lose transportation volumes, but, on the opposite, to increase them. We have all the potential to do this.
Interviewed by German Nutels
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New Life of Old Project
During recent years both foreign and Russian businessmen have repeatedly attempted to start the development of Elga coal deposit. The necessity to develop this very region were persistently declared at the level of the Ministry of Railways of Russia. In 1998 OAO "Elgacoal" was established and obtained a license to develop the north-western sector of the deposit. Nowadays the shares of the company are distributed as follows: OAO RZD possess 29,49%; 39.36% belong to the Ministry of property relations of the Sakha Republic (Yakutiya); 28.79% are controlled by ZАО Eastern Building Contract Corporation and 2.35% by ОАО Yakutcoal.
To launch the development of the deposit discovered in 1961, a 320 km long railway line should be laid down starting from the nearest station Ulak (Zeisk region, Baikal-Amur Line). This makes the most expensive part of the whole project. Railway men are unable to attract such heavy investment on their own, but Yakutiya's Government laid more emphasis on the construction of Berkakit-Tommot-Yakutsk railway.
Nevertheless, in 2000 the Ministry of Railways of Russia started work on the route Ulak-Elga, and one section of the line was constructed by Baltic building company-East JSC that performed as a general contractor. At the end of 2001 Ulak-Elga railway was already 60 kilometres long, and after that the construction works came to a standstill. There were built over 57 bridges of more than 100 meters long and about 230 ancillary constructions, about 100 corrugated pipes were mounted and about 127 km of motor track laid. However, the Ministry stopped financing the project without warning, referring to "the non-core nature of construction". According to experts, capital expenditures before the deposit is put into operation can amount to USD 2-2.5 billion, more than a half of which will pay towards a construction of a coal slit and the assisting infrastructure, while another part will contribute to completing the Ulak-Elga railway. Late in 2005 a new stage of the Elga deposit story began. There are reasons to believe that this time the project will be carried out. In December ОАО RZD announced a tender for the best investment project for Elga coal deposit, which envisages OAO RZD withdrawing its rights on the unfinished railway.
This decision was made by the company's authorities in order to retrieve their previously invested funds. Moreover, OAO RZD regards its participation as an investor in such a costly project on non-core business development economically irrational. Nevertheless, the company maintains its strategic interest: this deposit development will bring additional volumes to the Baikal-Amur line and improve the Far East railway infrastructure.
Within the framework of the above-mentioned project there will be constructed a coal slit of 30 million tons per annum capacity, a concentrating factory and ancillary infrastructures, the construction of railway will be completed etc.
Speaking of directions for coal transportation, it should be mentioned that deposit resources have already been distributed for many decades to come. Practically all coal will go to the countries of the Asian-Pacific region, mainly to Japan (presumably 57%) and South Korea. According to Mukhamed Tsikanov, director general of OAO Elgacoal, deliveries to other regions are possible only if these two potential clients don't "dry up" the whole volume. Domestic sales are out of question, as in experts' opinion, in this case Yakutcoal will face serious problems with its own production sale.
The deposit is expected to produce about 20 million tons of coal per year, which can be explained by economic reasons: the project will be considered as an economically efficient only if the production volumes total 15-20 million tons.
Constructing a coal terminal on the north shore of Muchka bay (port Vanino) in the Russian Far East is considered with the aim of exporting coal to Asian countries. The terminal capacity is to amount to 20 milliontons per year; the total cost of the project is worth USD 260 million.
Incidentally, it is quite possible that concession mechanisms will be activated to complete the construction of Ulak-Elga railway. This idea has been repeatedly discussed, originally expressed by the Yakutiya Republic's President Vyacheslav Shtyrov and the RF Transport Minister Igor Levitin.
It should be mentioned that three years ago Galina Kraft, OAO RZD Vice-President on investment at the time, said that public and private partnership on the basis of concession agreement is a prospective and efficient mechanism of maintaining and developing the infrastructure widely used in the world. In her words, this mechanism allows to attract investment to railway accesses to deposits in such Russian regions as the Yamal peninsula, TransBaikal area and the Far East. Now, when the Law "On concession agreement" has been approved, this idea can come true.
Offer not to Turn Down
Foreign companies located in particular in the countries of the Asian-Pacific region have long been showing their greatest interest in the Elga deposit. Thus, five years ago, in spring 2001, during negotiations held in Moscow, the authorities of Sumitomo Corporation and Sojitz Corporation, Japanese joint-stock companies, signed a joint memorandum with OAO Elgacoal that envisaged financing, development and exploitation of the deposit. In summer the Government of Yakutiya Republic received letters from the biggest Japanese metallurgic companies - Nippon Steel Corporation, Nissin Steel, Kobelco, Chemical, JFE, Sumitomo Metal Industries Ltd - that contained orders for delivery of certain volumes of coke coal within a decade starting from 2008. Famous Korean corporations, such as LG and KORES, Japanese companies Mitsui and Marubeni, South African Republic companies also expressed their willingness to participate in the project.
During the visit to Yakutiya in summer 2004, Mitsushi Sakamoto, Japanese Deputy Minister of Economy, Trade and Industry, stated that the biggest financial structures of Japan consider investment into the coal deposit. He assumed that Japanese banks are ready to invest about USD 1.5 billion.
In Mukhamed Tsikanov's words, the same version of participation in the project is considered by the Japan Bank for International Cooperation (JBIC). A potential credit mentioned by the Bank authorities two years ago and recently confirmed amounts to 70-80% of the total project cost, i.e. JBIC credit can make about USD 1.5 billion.
М.Tsikanov emphasized that negotiations are also held with other companies, however, the above-mentioned bank is a define priority.
According to the given data, by the end of January 2006, tender documentation for purchase of 29.5% shares of OAO Elgacoal previously belonging to OAO RZD was acquired by some Russian and foreign companies, such as Sumisho Coal Far East, Sumitomo, Sojitz Corporation, Mitsubishi (Japan), consortium of POSCO, Korea Resources Corp. and LGI Corp. (South Korea), BHP Billiton (Australia-Great Britain) and Comexport (Brazil).
It is not out of place to mention the interview given by General Director of BHP Billiton Chip Goodyear to The Times. In this interview he noted that "the uncertainty of the future awaiting investment made in Russia forced the company to refrain form investing in the Russian natural resources". Judging by the present situation this "uncertainty" is definitely declining.
Among the Russian companies that bought tender documents are Elgacoal, Renova and Yakutcoal. Moreover, a little bit later the diamond company Alrosa and Steel Group Mechel expressed their interest to participate in tender, which caused the shift in the date of the auction from January 17 to March 2, to allow the newcomers time for their projects.
Yakutcoal controls only 2.35% of Elgacoal shares, that is why one can assume the company takes part in the tender only nominally. Mechel Group, possessing 25% shares of Yakutcoal and being one of the leaders in coke coal production in Russia, didn't make any comments, but an Alrosa representative confirmed the fact that the company plans to participate in the tender as a member of consortium. In his words, negotiations with potential participants are in progress.
It should be reminded that in the middle of 2005 the diamond giant voiced the decision to diversify its activities to the adjoining sectors of mining. These intentions were confirmed by the decisions made by the Observant Counsel of the company in December 2005, and already this year different directions of this diversification will be developed.
According to experts, Alrosa can partly obtain Elgacoal shares free of charge: those shares of the company that belong to an Elgacoal shareholder - Yakutiya's Government - are assets to be passed on to the diamond company in the process of its federalization to be completed by the end of the year.
According to Vladimir Yakunin, ОАО RZD President, at present Alrosa and Mechel are most probable contestants to purchase Elgacoal shares previously controlled by RZD. The same opinion is expressed by those sector experts who refer to another statement by V. Yakunin, about the possibility of selling shares beyond the framework of the tender: "If one of these investors or all of them together make an adequate offer, we are ready to cancel the auction". The head of the Russian railways estimates the stock at RUR 11 billion.
Our Risks, Your Money
How this project will be controlled can surely be discussed only after the results of the tender are clear. However, experts now tend to think that an international consortium will be launched to develop the deposit. Their reasons are the scale of the project, which would require heavy investment and long term payback (and, of course, risks) as well as the Russian Government's intention to attract foreign investment to the project. It should be reminded that an opinion on expediency of launching such a consortium with a strategic Russian investor in charge was expressed by Vladimir Putin, the RF President, at the meeting held in Yakutsk at the beginning of January, which was devoted to issues of the Republic industrial complex development.
In his words, the participation of foreign investors "will allow to attract modern technologies and capital as well as control this prospective resources base". At the same time, he emphasized that one has to question the nature of the structures offering to develop deposit.
The launch of a consortium with Russian investors dominating it looks quite realistic: in M.Tsikanov's words, foreign companies are ready to join the project precisely as minor participants if the control stock is in the hands of a Russian company. At the same time all potential Russian investors are ready to join the project under condition of having no less than 50% plus one share (incidentally, ОАО NC Rosneft expressed their wish to purchase the control stock in 2002).
To be more precise, under this condition foreign companies will take part in supervising the project as minority shareholders retain the right to promote their representatives to the Board of the company. Moreover, they can delegate their representatives to the executive structures of the project. Foreign shares can amount to 20-25%. This position was confirmed in a written form by Sumitomo, Sojitz, LGI and Posco. At the same time, foreign companies can purchase shares belonging to the Government of Yakutiya and also from Western Construction Contract Corporation, who are ready, according to M.Tsikanov, to sell their shares of Elgacoal.
Ivan Denisenko
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New Life of Old Project
During recent years both foreign and Russian businessmen have repeatedly attempted to start the development of Elga coal deposit. The necessity to develop this very region were persistently declared at the level of the Ministry of Railways of Russia. In 1998 OAO "Elgacoal" was established and obtained a license to develop the north-western sector of the deposit. Nowadays the shares of the company are distributed as follows: OAO RZD possess 29,49%; 39.36% belong to the Ministry of property relations of the Sakha Republic (Yakutiya); 28.79% are controlled by ZАО Eastern Building Contract Corporation and 2.35% by ОАО Yakutcoal.
To launch the development of the deposit discovered in 1961, a 320 km long railway line should be laid down starting from the nearest station Ulak (Zeisk region, Baikal-Amur Line). This makes the most expensive part of the whole project. Railway men are unable to attract such heavy investment on their own, but Yakutiya's Government laid more emphasis on the construction of Berkakit-Tommot-Yakutsk railway.
Nevertheless, in 2000 the Ministry of Railways of Russia started work on the route Ulak-Elga, and one section of the line was constructed by Baltic building company-East JSC that performed as a general contractor. At the end of 2001 Ulak-Elga railway was already 60 kilometres long, and after that the construction works came to a standstill. There were built over 57 bridges of more than 100 meters long and about 230 ancillary constructions, about 100 corrugated pipes were mounted and about 127 km of motor track laid. However, the Ministry stopped financing the project without warning, referring to "the non-core nature of construction". According to experts, capital expenditures before the deposit is put into operation can amount to USD 2-2.5 billion, more than a half of which will pay towards a construction of a coal slit and the assisting infrastructure, while another part will contribute to completing the Ulak-Elga railway. Late in 2005 a new stage of the Elga deposit story began. There are reasons to believe that this time the project will be carried out. In December ОАО RZD announced a tender for the best investment project for Elga coal deposit, which envisages OAO RZD withdrawing its rights on the unfinished railway.
This decision was made by the company's authorities in order to retrieve their previously invested funds. Moreover, OAO RZD regards its participation as an investor in such a costly project on non-core business development economically irrational. Nevertheless, the company maintains its strategic interest: this deposit development will bring additional volumes to the Baikal-Amur line and improve the Far East railway infrastructure.
Within the framework of the above-mentioned project there will be constructed a coal slit of 30 million tons per annum capacity, a concentrating factory and ancillary infrastructures, the construction of railway will be completed etc.
Speaking of directions for coal transportation, it should be mentioned that deposit resources have already been distributed for many decades to come. Practically all coal will go to the countries of the Asian-Pacific region, mainly to Japan (presumably 57%) and South Korea. According to Mukhamed Tsikanov, director general of OAO Elgacoal, deliveries to other regions are possible only if these two potential clients don't "dry up" the whole volume. Domestic sales are out of question, as in experts' opinion, in this case Yakutcoal will face serious problems with its own production sale.
The deposit is expected to produce about 20 million tons of coal per year, which can be explained by economic reasons: the project will be considered as an economically efficient only if the production volumes total 15-20 million tons.
Constructing a coal terminal on the north shore of Muchka bay (port Vanino) in the Russian Far East is considered with the aim of exporting coal to Asian countries. The terminal capacity is to amount to 20 milliontons per year; the total cost of the project is worth USD 260 million.
Incidentally, it is quite possible that concession mechanisms will be activated to complete the construction of Ulak-Elga railway. This idea has been repeatedly discussed, originally expressed by the Yakutiya Republic's President Vyacheslav Shtyrov and the RF Transport Minister Igor Levitin.
It should be mentioned that three years ago Galina Kraft, OAO RZD Vice-President on investment at the time, said that public and private partnership on the basis of concession agreement is a prospective and efficient mechanism of maintaining and developing the infrastructure widely used in the world. In her words, this mechanism allows to attract investment to railway accesses to deposits in such Russian regions as the Yamal peninsula, TransBaikal area and the Far East. Now, when the Law "On concession agreement" has been approved, this idea can come true.
Offer not to Turn Down
Foreign companies located in particular in the countries of the Asian-Pacific region have long been showing their greatest interest in the Elga deposit. Thus, five years ago, in spring 2001, during negotiations held in Moscow, the authorities of Sumitomo Corporation and Sojitz Corporation, Japanese joint-stock companies, signed a joint memorandum with OAO Elgacoal that envisaged financing, development and exploitation of the deposit. In summer the Government of Yakutiya Republic received letters from the biggest Japanese metallurgic companies - Nippon Steel Corporation, Nissin Steel, Kobelco, Chemical, JFE, Sumitomo Metal Industries Ltd - that contained orders for delivery of certain volumes of coke coal within a decade starting from 2008. Famous Korean corporations, such as LG and KORES, Japanese companies Mitsui and Marubeni, South African Republic companies also expressed their willingness to participate in the project.
During the visit to Yakutiya in summer 2004, Mitsushi Sakamoto, Japanese Deputy Minister of Economy, Trade and Industry, stated that the biggest financial structures of Japan consider investment into the coal deposit. He assumed that Japanese banks are ready to invest about USD 1.5 billion.
In Mukhamed Tsikanov's words, the same version of participation in the project is considered by the Japan Bank for International Cooperation (JBIC). A potential credit mentioned by the Bank authorities two years ago and recently confirmed amounts to 70-80% of the total project cost, i.e. JBIC credit can make about USD 1.5 billion.
М.Tsikanov emphasized that negotiations are also held with other companies, however, the above-mentioned bank is a define priority.
According to the given data, by the end of January 2006, tender documentation for purchase of 29.5% shares of OAO Elgacoal previously belonging to OAO RZD was acquired by some Russian and foreign companies, such as Sumisho Coal Far East, Sumitomo, Sojitz Corporation, Mitsubishi (Japan), consortium of POSCO, Korea Resources Corp. and LGI Corp. (South Korea), BHP Billiton (Australia-Great Britain) and Comexport (Brazil).
It is not out of place to mention the interview given by General Director of BHP Billiton Chip Goodyear to The Times. In this interview he noted that "the uncertainty of the future awaiting investment made in Russia forced the company to refrain form investing in the Russian natural resources". Judging by the present situation this "uncertainty" is definitely declining.
Among the Russian companies that bought tender documents are Elgacoal, Renova and Yakutcoal. Moreover, a little bit later the diamond company Alrosa and Steel Group Mechel expressed their interest to participate in tender, which caused the shift in the date of the auction from January 17 to March 2, to allow the newcomers time for their projects.
Yakutcoal controls only 2.35% of Elgacoal shares, that is why one can assume the company takes part in the tender only nominally. Mechel Group, possessing 25% shares of Yakutcoal and being one of the leaders in coke coal production in Russia, didn't make any comments, but an Alrosa representative confirmed the fact that the company plans to participate in the tender as a member of consortium. In his words, negotiations with potential participants are in progress.
It should be reminded that in the middle of 2005 the diamond giant voiced the decision to diversify its activities to the adjoining sectors of mining. These intentions were confirmed by the decisions made by the Observant Counsel of the company in December 2005, and already this year different directions of this diversification will be developed.
According to experts, Alrosa can partly obtain Elgacoal shares free of charge: those shares of the company that belong to an Elgacoal shareholder - Yakutiya's Government - are assets to be passed on to the diamond company in the process of its federalization to be completed by the end of the year.
According to Vladimir Yakunin, ОАО RZD President, at present Alrosa and Mechel are most probable contestants to purchase Elgacoal shares previously controlled by RZD. The same opinion is expressed by those sector experts who refer to another statement by V. Yakunin, about the possibility of selling shares beyond the framework of the tender: "If one of these investors or all of them together make an adequate offer, we are ready to cancel the auction". The head of the Russian railways estimates the stock at RUR 11 billion.
Our Risks, Your Money
How this project will be controlled can surely be discussed only after the results of the tender are clear. However, experts now tend to think that an international consortium will be launched to develop the deposit. Their reasons are the scale of the project, which would require heavy investment and long term payback (and, of course, risks) as well as the Russian Government's intention to attract foreign investment to the project. It should be reminded that an opinion on expediency of launching such a consortium with a strategic Russian investor in charge was expressed by Vladimir Putin, the RF President, at the meeting held in Yakutsk at the beginning of January, which was devoted to issues of the Republic industrial complex development.
In his words, the participation of foreign investors "will allow to attract modern technologies and capital as well as control this prospective resources base". At the same time, he emphasized that one has to question the nature of the structures offering to develop deposit.
The launch of a consortium with Russian investors dominating it looks quite realistic: in M.Tsikanov's words, foreign companies are ready to join the project precisely as minor participants if the control stock is in the hands of a Russian company. At the same time all potential Russian investors are ready to join the project under condition of having no less than 50% plus one share (incidentally, ОАО NC Rosneft expressed their wish to purchase the control stock in 2002).
To be more precise, under this condition foreign companies will take part in supervising the project as minority shareholders retain the right to promote their representatives to the Board of the company. Moreover, they can delegate their representatives to the executive structures of the project. Foreign shares can amount to 20-25%. This position was confirmed in a written form by Sumitomo, Sojitz, LGI and Posco. At the same time, foreign companies can purchase shares belonging to the Government of Yakutiya and also from Western Construction Contract Corporation, who are ready, according to M.Tsikanov, to sell their shares of Elgacoal.
Ivan Denisenko
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New Life of Old Project
During recent years both foreign and Russian businessmen have repeatedly attempted to start the development of Elga coal deposit. The necessity to develop this very region were persistently declared at the level of the Ministry of Railways of Russia. In 1998 OAO "Elgacoal" was established and obtained a license to develop the north-western sector of the deposit. Nowadays the shares of the company are distributed as follows: OAO RZD possess 29,49%; 39.36% belong to the Ministry of property relations of the Sakha Republic (Yakutiya); 28.79% are controlled by ZАО Eastern Building Contract Corporation and 2.35% by ОАО Yakutcoal.
To launch the development of the deposit discovered in 1961, a 320 km long railway line should be laid down starting from the nearest station Ulak (Zeisk region, Baikal-Amur Line). This makes the most expensive part of the whole project. Railway men are unable to attract such heavy investment on their own, but Yakutiya's Government laid more emphasis on the construction of Berkakit-Tommot-Yakutsk railway.
Nevertheless, in 2000 the Ministry of Railways of Russia started work on the route Ulak-Elga, and one section of the line was constructed by Baltic building company-East JSC that performed as a general contractor. At the end of 2001 Ulak-Elga railway was already 60 kilometres long, and after that the construction works came to a standstill. There were built over 57 bridges of more than 100 meters long and about 230 ancillary constructions, about 100 corrugated pipes were mounted and about 127 km of motor track laid. However, the Ministry stopped financing the project without warning, referring to "the non-core nature of construction". According to experts, capital expenditures before the deposit is put into operation can amount to USD 2-2.5 billion, more than a half of which will pay towards a construction of a coal slit and the assisting infrastructure, while another part will contribute to completing the Ulak-Elga railway. Late in 2005 a new stage of the Elga deposit story began. There are reasons to believe that this time the project will be carried out. In December ОАО RZD announced a tender for the best investment project for Elga coal deposit, which envisages OAO RZD withdrawing its rights on the unfinished railway.
This decision was made by the company's authorities in order to retrieve their previously invested funds. Moreover, OAO RZD regards its participation as an investor in such a costly project on non-core business development economically irrational. Nevertheless, the company maintains its strategic interest: this deposit development will bring additional volumes to the Baikal-Amur line and improve the Far East railway infrastructure.
Within the framework of the above-mentioned project there will be constructed a coal slit of 30 million tons per annum capacity, a concentrating factory and ancillary infrastructures, the construction of railway will be completed etc.
Speaking of directions for coal transportation, it should be mentioned that deposit resources have already been distributed for many decades to come. Practically all coal will go to the countries of the Asian-Pacific region, mainly to Japan (presumably 57%) and South Korea. According to Mukhamed Tsikanov, director general of OAO Elgacoal, deliveries to other regions are possible only if these two potential clients don't "dry up" the whole volume. Domestic sales are out of question, as in experts' opinion, in this case Yakutcoal will face serious problems with its own production sale.
The deposit is expected to produce about 20 million tons of coal per year, which can be explained by economic reasons: the project will be considered as an economically efficient only if the production volumes total 15-20 million tons.
Constructing a coal terminal on the north shore of Muchka bay (port Vanino) in the Russian Far East is considered with the aim of exporting coal to Asian countries. The terminal capacity is to amount to 20 milliontons per year; the total cost of the project is worth USD 260 million.
Incidentally, it is quite possible that concession mechanisms will be activated to complete the construction of Ulak-Elga railway. This idea has been repeatedly discussed, originally expressed by the Yakutiya Republic's President Vyacheslav Shtyrov and the RF Transport Minister Igor Levitin.
It should be mentioned that three years ago Galina Kraft, OAO RZD Vice-President on investment at the time, said that public and private partnership on the basis of concession agreement is a prospective and efficient mechanism of maintaining and developing the infrastructure widely used in the world. In her words, this mechanism allows to attract investment to railway accesses to deposits in such Russian regions as the Yamal peninsula, TransBaikal area and the Far East. Now, when the Law "On concession agreement" has been approved, this idea can come true.
Offer not to Turn Down
Foreign companies located in particular in the countries of the Asian-Pacific region have long been showing their greatest interest in the Elga deposit. Thus, five years ago, in spring 2001, during negotiations held in Moscow, the authorities of Sumitomo Corporation and Sojitz Corporation, Japanese joint-stock companies, signed a joint memorandum with OAO Elgacoal that envisaged financing, development and exploitation of the deposit. In summer the Government of Yakutiya Republic received letters from the biggest Japanese metallurgic companies - Nippon Steel Corporation, Nissin Steel, Kobelco, Chemical, JFE, Sumitomo Metal Industries Ltd - that contained orders for delivery of certain volumes of coke coal within a decade starting from 2008. Famous Korean corporations, such as LG and KORES, Japanese companies Mitsui and Marubeni, South African Republic companies also expressed their willingness to participate in the project.
During the visit to Yakutiya in summer 2004, Mitsushi Sakamoto, Japanese Deputy Minister of Economy, Trade and Industry, stated that the biggest financial structures of Japan consider investment into the coal deposit. He assumed that Japanese banks are ready to invest about USD 1.5 billion.
In Mukhamed Tsikanov's words, the same version of participation in the project is considered by the Japan Bank for International Cooperation (JBIC). A potential credit mentioned by the Bank authorities two years ago and recently confirmed amounts to 70-80% of the total project cost, i.e. JBIC credit can make about USD 1.5 billion.
М.Tsikanov emphasized that negotiations are also held with other companies, however, the above-mentioned bank is a define priority.
According to the given data, by the end of January 2006, tender documentation for purchase of 29.5% shares of OAO Elgacoal previously belonging to OAO RZD was acquired by some Russian and foreign companies, such as Sumisho Coal Far East, Sumitomo, Sojitz Corporation, Mitsubishi (Japan), consortium of POSCO, Korea Resources Corp. and LGI Corp. (South Korea), BHP Billiton (Australia-Great Britain) and Comexport (Brazil).
It is not out of place to mention the interview given by General Director of BHP Billiton Chip Goodyear to The Times. In this interview he noted that "the uncertainty of the future awaiting investment made in Russia forced the company to refrain form investing in the Russian natural resources". Judging by the present situation this "uncertainty" is definitely declining.
Among the Russian companies that bought tender documents are Elgacoal, Renova and Yakutcoal. Moreover, a little bit later the diamond company Alrosa and Steel Group Mechel expressed their interest to participate in tender, which caused the shift in the date of the auction from January 17 to March 2, to allow the newcomers time for their projects.
Yakutcoal controls only 2.35% of Elgacoal shares, that is why one can assume the company takes part in the tender only nominally. Mechel Group, possessing 25% shares of Yakutcoal and being one of the leaders in coke coal production in Russia, didn't make any comments, but an Alrosa representative confirmed the fact that the company plans to participate in the tender as a member of consortium. In his words, negotiations with potential participants are in progress.
It should be reminded that in the middle of 2005 the diamond giant voiced the decision to diversify its activities to the adjoining sectors of mining. These intentions were confirmed by the decisions made by the Observant Counsel of the company in December 2005, and already this year different directions of this diversification will be developed.
According to experts, Alrosa can partly obtain Elgacoal shares free of charge: those shares of the company that belong to an Elgacoal shareholder - Yakutiya's Government - are assets to be passed on to the diamond company in the process of its federalization to be completed by the end of the year.
According to Vladimir Yakunin, ОАО RZD President, at present Alrosa and Mechel are most probable contestants to purchase Elgacoal shares previously controlled by RZD. The same opinion is expressed by those sector experts who refer to another statement by V. Yakunin, about the possibility of selling shares beyond the framework of the tender: "If one of these investors or all of them together make an adequate offer, we are ready to cancel the auction". The head of the Russian railways estimates the stock at RUR 11 billion.
Our Risks, Your Money
How this project will be controlled can surely be discussed only after the results of the tender are clear. However, experts now tend to think that an international consortium will be launched to develop the deposit. Their reasons are the scale of the project, which would require heavy investment and long term payback (and, of course, risks) as well as the Russian Government's intention to attract foreign investment to the project. It should be reminded that an opinion on expediency of launching such a consortium with a strategic Russian investor in charge was expressed by Vladimir Putin, the RF President, at the meeting held in Yakutsk at the beginning of January, which was devoted to issues of the Republic industrial complex development.
In his words, the participation of foreign investors "will allow to attract modern technologies and capital as well as control this prospective resources base". At the same time, he emphasized that one has to question the nature of the structures offering to develop deposit.
The launch of a consortium with Russian investors dominating it looks quite realistic: in M.Tsikanov's words, foreign companies are ready to join the project precisely as minor participants if the control stock is in the hands of a Russian company. At the same time all potential Russian investors are ready to join the project under condition of having no less than 50% plus one share (incidentally, ОАО NC Rosneft expressed their wish to purchase the control stock in 2002).
To be more precise, under this condition foreign companies will take part in supervising the project as minority shareholders retain the right to promote their representatives to the Board of the company. Moreover, they can delegate their representatives to the executive structures of the project. Foreign shares can amount to 20-25%. This position was confirmed in a written form by Sumitomo, Sojitz, LGI and Posco. At the same time, foreign companies can purchase shares belonging to the Government of Yakutiya and also from Western Construction Contract Corporation, who are ready, according to M.Tsikanov, to sell their shares of Elgacoal.
Ivan Denisenko
[~DETAIL_TEXT] =>
New Life of Old Project
During recent years both foreign and Russian businessmen have repeatedly attempted to start the development of Elga coal deposit. The necessity to develop this very region were persistently declared at the level of the Ministry of Railways of Russia. In 1998 OAO "Elgacoal" was established and obtained a license to develop the north-western sector of the deposit. Nowadays the shares of the company are distributed as follows: OAO RZD possess 29,49%; 39.36% belong to the Ministry of property relations of the Sakha Republic (Yakutiya); 28.79% are controlled by ZАО Eastern Building Contract Corporation and 2.35% by ОАО Yakutcoal.
To launch the development of the deposit discovered in 1961, a 320 km long railway line should be laid down starting from the nearest station Ulak (Zeisk region, Baikal-Amur Line). This makes the most expensive part of the whole project. Railway men are unable to attract such heavy investment on their own, but Yakutiya's Government laid more emphasis on the construction of Berkakit-Tommot-Yakutsk railway.
Nevertheless, in 2000 the Ministry of Railways of Russia started work on the route Ulak-Elga, and one section of the line was constructed by Baltic building company-East JSC that performed as a general contractor. At the end of 2001 Ulak-Elga railway was already 60 kilometres long, and after that the construction works came to a standstill. There were built over 57 bridges of more than 100 meters long and about 230 ancillary constructions, about 100 corrugated pipes were mounted and about 127 km of motor track laid. However, the Ministry stopped financing the project without warning, referring to "the non-core nature of construction". According to experts, capital expenditures before the deposit is put into operation can amount to USD 2-2.5 billion, more than a half of which will pay towards a construction of a coal slit and the assisting infrastructure, while another part will contribute to completing the Ulak-Elga railway. Late in 2005 a new stage of the Elga deposit story began. There are reasons to believe that this time the project will be carried out. In December ОАО RZD announced a tender for the best investment project for Elga coal deposit, which envisages OAO RZD withdrawing its rights on the unfinished railway.
This decision was made by the company's authorities in order to retrieve their previously invested funds. Moreover, OAO RZD regards its participation as an investor in such a costly project on non-core business development economically irrational. Nevertheless, the company maintains its strategic interest: this deposit development will bring additional volumes to the Baikal-Amur line and improve the Far East railway infrastructure.
Within the framework of the above-mentioned project there will be constructed a coal slit of 30 million tons per annum capacity, a concentrating factory and ancillary infrastructures, the construction of railway will be completed etc.
Speaking of directions for coal transportation, it should be mentioned that deposit resources have already been distributed for many decades to come. Practically all coal will go to the countries of the Asian-Pacific region, mainly to Japan (presumably 57%) and South Korea. According to Mukhamed Tsikanov, director general of OAO Elgacoal, deliveries to other regions are possible only if these two potential clients don't "dry up" the whole volume. Domestic sales are out of question, as in experts' opinion, in this case Yakutcoal will face serious problems with its own production sale.
The deposit is expected to produce about 20 million tons of coal per year, which can be explained by economic reasons: the project will be considered as an economically efficient only if the production volumes total 15-20 million tons.
Constructing a coal terminal on the north shore of Muchka bay (port Vanino) in the Russian Far East is considered with the aim of exporting coal to Asian countries. The terminal capacity is to amount to 20 milliontons per year; the total cost of the project is worth USD 260 million.
Incidentally, it is quite possible that concession mechanisms will be activated to complete the construction of Ulak-Elga railway. This idea has been repeatedly discussed, originally expressed by the Yakutiya Republic's President Vyacheslav Shtyrov and the RF Transport Minister Igor Levitin.
It should be mentioned that three years ago Galina Kraft, OAO RZD Vice-President on investment at the time, said that public and private partnership on the basis of concession agreement is a prospective and efficient mechanism of maintaining and developing the infrastructure widely used in the world. In her words, this mechanism allows to attract investment to railway accesses to deposits in such Russian regions as the Yamal peninsula, TransBaikal area and the Far East. Now, when the Law "On concession agreement" has been approved, this idea can come true.
Offer not to Turn Down
Foreign companies located in particular in the countries of the Asian-Pacific region have long been showing their greatest interest in the Elga deposit. Thus, five years ago, in spring 2001, during negotiations held in Moscow, the authorities of Sumitomo Corporation and Sojitz Corporation, Japanese joint-stock companies, signed a joint memorandum with OAO Elgacoal that envisaged financing, development and exploitation of the deposit. In summer the Government of Yakutiya Republic received letters from the biggest Japanese metallurgic companies - Nippon Steel Corporation, Nissin Steel, Kobelco, Chemical, JFE, Sumitomo Metal Industries Ltd - that contained orders for delivery of certain volumes of coke coal within a decade starting from 2008. Famous Korean corporations, such as LG and KORES, Japanese companies Mitsui and Marubeni, South African Republic companies also expressed their willingness to participate in the project.
During the visit to Yakutiya in summer 2004, Mitsushi Sakamoto, Japanese Deputy Minister of Economy, Trade and Industry, stated that the biggest financial structures of Japan consider investment into the coal deposit. He assumed that Japanese banks are ready to invest about USD 1.5 billion.
In Mukhamed Tsikanov's words, the same version of participation in the project is considered by the Japan Bank for International Cooperation (JBIC). A potential credit mentioned by the Bank authorities two years ago and recently confirmed amounts to 70-80% of the total project cost, i.e. JBIC credit can make about USD 1.5 billion.
М.Tsikanov emphasized that negotiations are also held with other companies, however, the above-mentioned bank is a define priority.
According to the given data, by the end of January 2006, tender documentation for purchase of 29.5% shares of OAO Elgacoal previously belonging to OAO RZD was acquired by some Russian and foreign companies, such as Sumisho Coal Far East, Sumitomo, Sojitz Corporation, Mitsubishi (Japan), consortium of POSCO, Korea Resources Corp. and LGI Corp. (South Korea), BHP Billiton (Australia-Great Britain) and Comexport (Brazil).
It is not out of place to mention the interview given by General Director of BHP Billiton Chip Goodyear to The Times. In this interview he noted that "the uncertainty of the future awaiting investment made in Russia forced the company to refrain form investing in the Russian natural resources". Judging by the present situation this "uncertainty" is definitely declining.
Among the Russian companies that bought tender documents are Elgacoal, Renova and Yakutcoal. Moreover, a little bit later the diamond company Alrosa and Steel Group Mechel expressed their interest to participate in tender, which caused the shift in the date of the auction from January 17 to March 2, to allow the newcomers time for their projects.
Yakutcoal controls only 2.35% of Elgacoal shares, that is why one can assume the company takes part in the tender only nominally. Mechel Group, possessing 25% shares of Yakutcoal and being one of the leaders in coke coal production in Russia, didn't make any comments, but an Alrosa representative confirmed the fact that the company plans to participate in the tender as a member of consortium. In his words, negotiations with potential participants are in progress.
It should be reminded that in the middle of 2005 the diamond giant voiced the decision to diversify its activities to the adjoining sectors of mining. These intentions were confirmed by the decisions made by the Observant Counsel of the company in December 2005, and already this year different directions of this diversification will be developed.
According to experts, Alrosa can partly obtain Elgacoal shares free of charge: those shares of the company that belong to an Elgacoal shareholder - Yakutiya's Government - are assets to be passed on to the diamond company in the process of its federalization to be completed by the end of the year.
According to Vladimir Yakunin, ОАО RZD President, at present Alrosa and Mechel are most probable contestants to purchase Elgacoal shares previously controlled by RZD. The same opinion is expressed by those sector experts who refer to another statement by V. Yakunin, about the possibility of selling shares beyond the framework of the tender: "If one of these investors or all of them together make an adequate offer, we are ready to cancel the auction". The head of the Russian railways estimates the stock at RUR 11 billion.
Our Risks, Your Money
How this project will be controlled can surely be discussed only after the results of the tender are clear. However, experts now tend to think that an international consortium will be launched to develop the deposit. Their reasons are the scale of the project, which would require heavy investment and long term payback (and, of course, risks) as well as the Russian Government's intention to attract foreign investment to the project. It should be reminded that an opinion on expediency of launching such a consortium with a strategic Russian investor in charge was expressed by Vladimir Putin, the RF President, at the meeting held in Yakutsk at the beginning of January, which was devoted to issues of the Republic industrial complex development.
In his words, the participation of foreign investors "will allow to attract modern technologies and capital as well as control this prospective resources base". At the same time, he emphasized that one has to question the nature of the structures offering to develop deposit.
The launch of a consortium with Russian investors dominating it looks quite realistic: in M.Tsikanov's words, foreign companies are ready to join the project precisely as minor participants if the control stock is in the hands of a Russian company. At the same time all potential Russian investors are ready to join the project under condition of having no less than 50% plus one share (incidentally, ОАО NC Rosneft expressed their wish to purchase the control stock in 2002).
To be more precise, under this condition foreign companies will take part in supervising the project as minority shareholders retain the right to promote their representatives to the Board of the company. Moreover, they can delegate their representatives to the executive structures of the project. Foreign shares can amount to 20-25%. This position was confirmed in a written form by Sumitomo, Sojitz, LGI and Posco. At the same time, foreign companies can purchase shares belonging to the Government of Yakutiya and also from Western Construction Contract Corporation, who are ready, according to M.Tsikanov, to sell their shares of Elgacoal.
Ivan Denisenko
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The closer to border the bigger loading volume
According to OAO RZD, in 2005 coal constituted 22.5% of the aggregate rail loading volume. By the way, in 2002 it reached almost 25%, but due to high growth rates of some other cargoes, coal share reduced. In 2005, coal loading grew by 2.4% year-on-year, whereas in 2004 it rose by 3.9%. Many analysts maintain that the loading increased due to export flow rise by 7.8%. Coke volume dropped by 13% year-on-year, whereas in 2004 it went up by 9.1%.
Considering coal loading at different railways serving coal regions, it should be noted that the major share of aggregate coal volume is extracted in the Kuznetsk field (Kuzbass) (55%), where the Zapadno-Sibirskaya (West-Siberian) railway operates. About 12% of the aggregate coal volume is extracted in the Kansko-Achinsky field, which is serviced by the Krasnoyarskaya (Krasnoyarsk) railway; over 11% is extracted in Eastern Siberia and the same volume is extracted in the Russian Far East (the Vostochno-Sibirskaya (East-Siberian), the Zabaykalskaya (Zabaykalsk) and the Dalnevostochnaya (Far-Eastern) railway). The rest of the coal volume is extracted by plants of the Vorkuta and the Rostov regions (and of the neighbouring Caucasian countries), in which the Severnaya (Northern) and the Severo-Kavkazskaya (North-Caucasian) railways operate respectively.
Coal loading volume grew at all railways but for the Severnaya one, where the decrease amounted to 17.5% year-on-year. Analyzing coal loading at different railways, the dependence of extraction growth on transport infrastructure development is evident. Thus, the Krasnoyarskaya and the Vostochno-Sibirskaya railways increased coal loading by 8% and 7.8% respectively. It should be noted that coal export constituted slightly more than 3% of the aggregate coal loading volume and grew insignificantly, as plants of the Kansko-Achinskoye coal field supply to the domestic market mostly. At the Vostochno-Sibirskaya railway, in 2005, coal export grew by over 40% and its share in the aggregate coal loading amounted to almost 20%. The Dalnevostochnaya and the Zabaykalskaya railways increased loading by 5% and 2% respectively. The Severo-Kavkazskaya railway increased coal loading by 10% following the opening of new coal mines. Moreover, this year more new mines are to be put into operation. However, coal handling at the port rail stations dropped by about 12%. Experts of the Severo-Kavkazskaya railway explain this volume decrease by the reduction of extraction volume in the Kuznetsk field, which is the key point from which trains carry coal destined for the Southern ports.
Thus, the closer coal fields are to the border (whether sea (ports of the Azov, the Black Sea or the Far-Eastern basins), or inland (border crossings at the Zabaykalskaya or the Vostochno-Sibirskaya railway, geographically close to the previous one)), the more active and stable the operations of coal producers are. Evidently, this enables them to be confident about their supply to both domestic and international markets. By the way, such strategy has proved successful by Sibirskaya Ugolno-Energeticheskaya Company (Sibirskaya Coal and Energy Company, SUEK), which has coal assets in all of the above mentioned extracting regions and has been developing best among the coal producers.
Thus, producers situated in the Kuznetsk field are facing the most difficult situation today, as the main coal field of Russia is too far from a border.
Kuznetsk field did not keep the word
Coal loading constitutes the lion's share of the Zapadno-Sibirskaya railway aggregate volume. Usually the index amounted to about 80%, but in 2005 it constituted only 70%, due to coal loading growth rate reduction, whereas other cargoes (minerals, construction and timber and logs) increased considerably.
According to the Zapadno-Sibirskaya railway, in 2005 coal loading grew by 0.4% year-on-year, mostly due to a 7% export growth. However, coal loading volume was by about 2% below the target. Discussing plans for 2005, coal producers of the Kuznetsk field promised to carry 175 million tons of coal. The coal extraction volume of the Kuznetsk field in 2005 amounted to about 167.1 million tons, which is 5.3% up year-on-year. However, the loading volume, as was mentioned above, did not grow that much. High growth rate is noted only for export transportation.
Analyzing the operation of the largest enterprises in the Kuznetsk field, volumes of the regional leader OAO Kuzbassrazrezugol grew slightly (by only 2.4%), the second producer of the region - SUEK - increased extraction by 13%. And the last in the top three coal producers the Kuznetsk field,Yuzhkuzbassugol, decreased its extraction by 6% year-on-year. The Yuzhny Kuzbass company operated at the level of 2004, the Raspadskaya Coal Company reduced extraction by 8.5%. Coal production dropped at other regional enterprises. Concerning rail transportation, the situation is similar. Aggregate coal loading is almost at the level of 2004 only due to the 14.4% increase of loading SUEK. Kuzbassrazrezugol rose loading by 2.9%, and ROSA-Kuzbass went up by 1.7%. Other companies decreased coal loading volume.
Railmen and coal producers of the Kuznetsk field signed an agreement envisaging that this year 180 million tons of coal is to be carried. However, taking into consideration previous experience, could it be an overestimation?
As it was mentioned, analysts forecast further development of the unfavourable for Russian coal situation on the world markets. China, Kazakhstan and, possibly, Ukraine (if its energy system works on gas) will offer coal on the global market. Thus, volumes exported by the Russian neighbours will change the situation considerably, especially because of lower prices offered by the newcomers. According to some experts, coal overproduction in China amounts to about 50 million tons, whereof about 30 million tons is to be exported. Chinese coal producers offer prices lower by 10% and sometimes by 30% in comparison with the Russian analogue. Thus, the question is whether, speaking about a loading volume of 180 million tons, coal producers of the Kuznetsk field are going to increase produce, or sales of already extracted coal currently stored.
It is really difficult to forecast the situation for 2006. However, the budget and strategic goals of OAO RZD are set for the whole year on the basis of plans voiced by the largest shippers. The investment volume is counted as based on the profit from the transportation of the volume claimed. Generally speaking, if coal producers do not load the volume they promised, the Zapadno-Sibirskaya railway will lose profit due to absence of contracted volumes.
It should also be mentioned that the Zapadno-Sibirskaya railway cooperates with the Kuznetsk field coal producers within the framework of the "Rail transport development programme in the Kuznetsk field". The programme envisages both investment into industrial rail transport systems - construction of railway to new coal mines, accumulating stations development, linking railways from mines to the rail network; and into OAO Russian Railways network - construction of second tracks, lengthening of receiving-departure tracks, reconstruction and modernization of communications and contact system.
Cooperation and joint investment described by the document are unexampled for Russia. The programme was developed and signed in 2002 and covers the period till 2005. Initially the investment volume was set at RUR 5.2 billion, whereof a quarter was funded by OAO RZD and the rest was invested by shippers. However, in 2004, due to a rapid growth of coal extraction, an agreement on additional measures was signed envisaging an increase in investment flow. In 2005, in the framework of the additional agreement to the programme, over RUR 3.9 billion was invested into rail infrastructure development of the Kuznetsk field, whereof OAO RZD gave RUR 2.5 billion and coal producers invested RUR 1.4 billion. Thus, during the whole period of the programme implementation, over RUR 13.7 billion was invested into transport infrastructure development in the Kuznetsk field, whereof OAO Russian Railways' funds amounted to RUR 10 billion and shippers' funds constituted RUR 3.7 billion. Moreover, the parties preliminary agreed to extend the terms of the programme. By 2010 coal producers expect to extract 190 million tons annually and by this time railmen and shippers plan to invest into the rail infrastructure of the field about RUR 37 billion, whereof OAO RZD's share amounts to RUR 32.2 billion and coal producers invest the rest.
Investment into future
Unlike other producers in Russia, coal enterprises really develop transport facilities. Apart from the "Programme of the rail infrastructure development of the Kuznetsk coal field", at other railways, coal producers invest into rail stations development, including port ones, as well as into port terminals. On the one hand, evidently, coal producers ensure their access to the world markets; on the other hand, they develop the country's strategic objects. And it should be noted that coal producers invest into infrastructure development, despite the big transport constituent in the coal price. According to OAO RZD analysts, the rail constituent in the coal price reaches 40% and even more sometimes, which is the highest index in the Russian economy (for instance, the transport constituent in oil price amounts to 6-20% depending on the route. The coal terminal in the port Vostochny used to be the only specialized complex for this cargo in Russia. Today Vostochny is still the leader in terms of coal handling volume. The terminal's maximum capacity amounts to 12.5 million tons annually. However, during the last three years the terminal works exceeding the planned capacity. Thus, in 2005 Vostochny handled over 13.8 million tons of coal. The construction of the third stage of the coal terminal has been started, which will enable Vostochny to handle 25 million tons of coal. Construction operations have already been put out to tender.
In the Russian Far East, a new even bigger terminal is to be constructed to handle coal in the port of Vanino by SUEK. The construction is to be completed by 2008 and the handling capacity is to amount to 12 million tons with possible extension to 20 million tons of coal annually. The investment volume into the project is estimated at USD 100 million. At the same time, a coal terminal of the similar capacity in the same port is planned by the Elgaugol company. Elgaugol has already agreed with Japanese buyers, who guarantee to purchase seven million tons of coal annually. The investment company Bazovy Element (Basic Element) is to construct five berths for alumina handling in the port. A project of timber and logs terminal construction there is also considered. Totally, the general plan of the Vanino port development envisages the handling capacity increase to 30 million tons annually. Another coal terminal is planned by Sibuglemet holding in the Sukhodol bay between Vladivostok and Nakhodka. Construction dates have not been set yet, but, according to the preliminary evaluation, the terminal could start operating as early as in 2010.
Coal handling facilities are growing in the North-Western ports. The largest and most promising infrastructure project there is the construction of a coal terminal in the port of Ust-Luga. At the beginning of 2006, the first stage of the terminal was presented. In 2005, the terminal handled its first million tons of coal. The maximum handling capacity of the terminal amounts to 35 million tones. According to the preliminary evaluation, Ust-Luga will operate at full capacity by 2010.
It is important to mention that during the construction of Ust-Luga port several owners and investors have changed. Today, the construction and development of the project is being performed on the basis of public-private partnership. During the construction period, the state invested RUR 2.7 billion, while private companies' share was RUR 5.6 billion; OAO RZD invested RUR 1.4 billion and Rosmorport (RF state port controlling body) - RUR 64 million. In future, this investment volume will increase manifold: funds are required not only for the terminal itself, but also for the development of rail approaches. Today, according to OAO RZD, rail approaches to the port enable to handle 6 million tons. The authorities guarantee that the rail infrastructure will be developed fast, so railways will not prevent cargo flows from getting to the port of Ust-Luga.
Coal is handled in the Northern and North-Western ports of Vysotsk, Murmansk, Arkhangelsk and Kandalaksha. In Vysotsk and Murmansk coal is the main cargo flow and in 2005 its handling increased. However, the results were worse than expected. For Arkhangelsk and Kandalaksha coal is a strategically important cargo. In order to support the ports and provide coal producers with transport facilities for export delivery, the rail tariff on coal transportation to these ports was reduced: for Arkhangelsk the reduction index amounted to 0.8, for Kandalaksha it reached 0.75.
Tariff reduction vs flexible tariffs
All the above mentioned proves the interdependence of coal producers and railmen. Rail tariff increase for coal producers means their loss in competition on the world markets, where the situation is really difficult, and, consequently, leads to the end of investment, including that into transport infrastructure (both rail and port ones). However, for OAO RZD tariff reduction means profit losses, whereas this profit could be spent on the company's infrastructure development. At the same time, coal transportation reduction due to export decrease (if tariffs remain that high) is also profit loss. Thus, in this situation, one party loses anyway. Moreover, coal loading decrease in January of 2006 made the situation even tougher. Due to unexampled frosts and technical difficulties, coal loading was almost stopped. The Zapadno-Sibirskaya railway reported that producers refused to carry coal up to a thousand rail cars daily. And it should be noted that, during the first decade of January, OAO RZD allowed to load without prepayment.
This situation could lead to the breech of loading plans and technological problems. Several railways reported too many empty rail cars available. According to some data, at some stations empty cars even stood on main tracks impeding normal operation. Rail cars congestions were registered at the approaches to ports and it will take a long time to eliminate them. However, frosts are considered force majeur, which affected the operation of both railmen and coal producers, as they broke delivery schedules.
What measures should be taken to solve the above mentioned problems and create conditions for Russian coal export? Meeting coal producers needs, railmen reduced their tariff on coke transportation, making it almost as low as on energy coal transportation. Some experts estimate profit losses of OAO RZD at about RUR 1 billion. However, the situation with tariffs on energy coal transportation has not changed yet.
Railmen have already rose the question of flexible tariffs implementation in order to meet new market requirements. Particularly, they asked for a right to reduce tariffs in accordance with volume claimed for transportation, or create conditions to implement seasonal tariffs, as demand for coal is higher before and in winter and drops in summer. They have offered to make tariff dependent on the market situation: when prices grow, tariff increases, and when prices reduce, it should also go down. However, the government does not wish to change the situation, despite offers from both parties. Such unwillingness sounds pretty strange, as coal is a strategic cargo and coal producers invest into strategically important objects, such as rail and port infrastructure.
Tatyana Tokareva
[~DETAIL_TEXT] =>
The closer to border the bigger loading volume
According to OAO RZD, in 2005 coal constituted 22.5% of the aggregate rail loading volume. By the way, in 2002 it reached almost 25%, but due to high growth rates of some other cargoes, coal share reduced. In 2005, coal loading grew by 2.4% year-on-year, whereas in 2004 it rose by 3.9%. Many analysts maintain that the loading increased due to export flow rise by 7.8%. Coke volume dropped by 13% year-on-year, whereas in 2004 it went up by 9.1%.
Considering coal loading at different railways serving coal regions, it should be noted that the major share of aggregate coal volume is extracted in the Kuznetsk field (Kuzbass) (55%), where the Zapadno-Sibirskaya (West-Siberian) railway operates. About 12% of the aggregate coal volume is extracted in the Kansko-Achinsky field, which is serviced by the Krasnoyarskaya (Krasnoyarsk) railway; over 11% is extracted in Eastern Siberia and the same volume is extracted in the Russian Far East (the Vostochno-Sibirskaya (East-Siberian), the Zabaykalskaya (Zabaykalsk) and the Dalnevostochnaya (Far-Eastern) railway). The rest of the coal volume is extracted by plants of the Vorkuta and the Rostov regions (and of the neighbouring Caucasian countries), in which the Severnaya (Northern) and the Severo-Kavkazskaya (North-Caucasian) railways operate respectively.
Coal loading volume grew at all railways but for the Severnaya one, where the decrease amounted to 17.5% year-on-year. Analyzing coal loading at different railways, the dependence of extraction growth on transport infrastructure development is evident. Thus, the Krasnoyarskaya and the Vostochno-Sibirskaya railways increased coal loading by 8% and 7.8% respectively. It should be noted that coal export constituted slightly more than 3% of the aggregate coal loading volume and grew insignificantly, as plants of the Kansko-Achinskoye coal field supply to the domestic market mostly. At the Vostochno-Sibirskaya railway, in 2005, coal export grew by over 40% and its share in the aggregate coal loading amounted to almost 20%. The Dalnevostochnaya and the Zabaykalskaya railways increased loading by 5% and 2% respectively. The Severo-Kavkazskaya railway increased coal loading by 10% following the opening of new coal mines. Moreover, this year more new mines are to be put into operation. However, coal handling at the port rail stations dropped by about 12%. Experts of the Severo-Kavkazskaya railway explain this volume decrease by the reduction of extraction volume in the Kuznetsk field, which is the key point from which trains carry coal destined for the Southern ports.
Thus, the closer coal fields are to the border (whether sea (ports of the Azov, the Black Sea or the Far-Eastern basins), or inland (border crossings at the Zabaykalskaya or the Vostochno-Sibirskaya railway, geographically close to the previous one)), the more active and stable the operations of coal producers are. Evidently, this enables them to be confident about their supply to both domestic and international markets. By the way, such strategy has proved successful by Sibirskaya Ugolno-Energeticheskaya Company (Sibirskaya Coal and Energy Company, SUEK), which has coal assets in all of the above mentioned extracting regions and has been developing best among the coal producers.
Thus, producers situated in the Kuznetsk field are facing the most difficult situation today, as the main coal field of Russia is too far from a border.
Kuznetsk field did not keep the word
Coal loading constitutes the lion's share of the Zapadno-Sibirskaya railway aggregate volume. Usually the index amounted to about 80%, but in 2005 it constituted only 70%, due to coal loading growth rate reduction, whereas other cargoes (minerals, construction and timber and logs) increased considerably.
According to the Zapadno-Sibirskaya railway, in 2005 coal loading grew by 0.4% year-on-year, mostly due to a 7% export growth. However, coal loading volume was by about 2% below the target. Discussing plans for 2005, coal producers of the Kuznetsk field promised to carry 175 million tons of coal. The coal extraction volume of the Kuznetsk field in 2005 amounted to about 167.1 million tons, which is 5.3% up year-on-year. However, the loading volume, as was mentioned above, did not grow that much. High growth rate is noted only for export transportation.
Analyzing the operation of the largest enterprises in the Kuznetsk field, volumes of the regional leader OAO Kuzbassrazrezugol grew slightly (by only 2.4%), the second producer of the region - SUEK - increased extraction by 13%. And the last in the top three coal producers the Kuznetsk field,Yuzhkuzbassugol, decreased its extraction by 6% year-on-year. The Yuzhny Kuzbass company operated at the level of 2004, the Raspadskaya Coal Company reduced extraction by 8.5%. Coal production dropped at other regional enterprises. Concerning rail transportation, the situation is similar. Aggregate coal loading is almost at the level of 2004 only due to the 14.4% increase of loading SUEK. Kuzbassrazrezugol rose loading by 2.9%, and ROSA-Kuzbass went up by 1.7%. Other companies decreased coal loading volume.
Railmen and coal producers of the Kuznetsk field signed an agreement envisaging that this year 180 million tons of coal is to be carried. However, taking into consideration previous experience, could it be an overestimation?
As it was mentioned, analysts forecast further development of the unfavourable for Russian coal situation on the world markets. China, Kazakhstan and, possibly, Ukraine (if its energy system works on gas) will offer coal on the global market. Thus, volumes exported by the Russian neighbours will change the situation considerably, especially because of lower prices offered by the newcomers. According to some experts, coal overproduction in China amounts to about 50 million tons, whereof about 30 million tons is to be exported. Chinese coal producers offer prices lower by 10% and sometimes by 30% in comparison with the Russian analogue. Thus, the question is whether, speaking about a loading volume of 180 million tons, coal producers of the Kuznetsk field are going to increase produce, or sales of already extracted coal currently stored.
It is really difficult to forecast the situation for 2006. However, the budget and strategic goals of OAO RZD are set for the whole year on the basis of plans voiced by the largest shippers. The investment volume is counted as based on the profit from the transportation of the volume claimed. Generally speaking, if coal producers do not load the volume they promised, the Zapadno-Sibirskaya railway will lose profit due to absence of contracted volumes.
It should also be mentioned that the Zapadno-Sibirskaya railway cooperates with the Kuznetsk field coal producers within the framework of the "Rail transport development programme in the Kuznetsk field". The programme envisages both investment into industrial rail transport systems - construction of railway to new coal mines, accumulating stations development, linking railways from mines to the rail network; and into OAO Russian Railways network - construction of second tracks, lengthening of receiving-departure tracks, reconstruction and modernization of communications and contact system.
Cooperation and joint investment described by the document are unexampled for Russia. The programme was developed and signed in 2002 and covers the period till 2005. Initially the investment volume was set at RUR 5.2 billion, whereof a quarter was funded by OAO RZD and the rest was invested by shippers. However, in 2004, due to a rapid growth of coal extraction, an agreement on additional measures was signed envisaging an increase in investment flow. In 2005, in the framework of the additional agreement to the programme, over RUR 3.9 billion was invested into rail infrastructure development of the Kuznetsk field, whereof OAO RZD gave RUR 2.5 billion and coal producers invested RUR 1.4 billion. Thus, during the whole period of the programme implementation, over RUR 13.7 billion was invested into transport infrastructure development in the Kuznetsk field, whereof OAO Russian Railways' funds amounted to RUR 10 billion and shippers' funds constituted RUR 3.7 billion. Moreover, the parties preliminary agreed to extend the terms of the programme. By 2010 coal producers expect to extract 190 million tons annually and by this time railmen and shippers plan to invest into the rail infrastructure of the field about RUR 37 billion, whereof OAO RZD's share amounts to RUR 32.2 billion and coal producers invest the rest.
Investment into future
Unlike other producers in Russia, coal enterprises really develop transport facilities. Apart from the "Programme of the rail infrastructure development of the Kuznetsk coal field", at other railways, coal producers invest into rail stations development, including port ones, as well as into port terminals. On the one hand, evidently, coal producers ensure their access to the world markets; on the other hand, they develop the country's strategic objects. And it should be noted that coal producers invest into infrastructure development, despite the big transport constituent in the coal price. According to OAO RZD analysts, the rail constituent in the coal price reaches 40% and even more sometimes, which is the highest index in the Russian economy (for instance, the transport constituent in oil price amounts to 6-20% depending on the route. The coal terminal in the port Vostochny used to be the only specialized complex for this cargo in Russia. Today Vostochny is still the leader in terms of coal handling volume. The terminal's maximum capacity amounts to 12.5 million tons annually. However, during the last three years the terminal works exceeding the planned capacity. Thus, in 2005 Vostochny handled over 13.8 million tons of coal. The construction of the third stage of the coal terminal has been started, which will enable Vostochny to handle 25 million tons of coal. Construction operations have already been put out to tender.
In the Russian Far East, a new even bigger terminal is to be constructed to handle coal in the port of Vanino by SUEK. The construction is to be completed by 2008 and the handling capacity is to amount to 12 million tons with possible extension to 20 million tons of coal annually. The investment volume into the project is estimated at USD 100 million. At the same time, a coal terminal of the similar capacity in the same port is planned by the Elgaugol company. Elgaugol has already agreed with Japanese buyers, who guarantee to purchase seven million tons of coal annually. The investment company Bazovy Element (Basic Element) is to construct five berths for alumina handling in the port. A project of timber and logs terminal construction there is also considered. Totally, the general plan of the Vanino port development envisages the handling capacity increase to 30 million tons annually. Another coal terminal is planned by Sibuglemet holding in the Sukhodol bay between Vladivostok and Nakhodka. Construction dates have not been set yet, but, according to the preliminary evaluation, the terminal could start operating as early as in 2010.
Coal handling facilities are growing in the North-Western ports. The largest and most promising infrastructure project there is the construction of a coal terminal in the port of Ust-Luga. At the beginning of 2006, the first stage of the terminal was presented. In 2005, the terminal handled its first million tons of coal. The maximum handling capacity of the terminal amounts to 35 million tones. According to the preliminary evaluation, Ust-Luga will operate at full capacity by 2010.
It is important to mention that during the construction of Ust-Luga port several owners and investors have changed. Today, the construction and development of the project is being performed on the basis of public-private partnership. During the construction period, the state invested RUR 2.7 billion, while private companies' share was RUR 5.6 billion; OAO RZD invested RUR 1.4 billion and Rosmorport (RF state port controlling body) - RUR 64 million. In future, this investment volume will increase manifold: funds are required not only for the terminal itself, but also for the development of rail approaches. Today, according to OAO RZD, rail approaches to the port enable to handle 6 million tons. The authorities guarantee that the rail infrastructure will be developed fast, so railways will not prevent cargo flows from getting to the port of Ust-Luga.
Coal is handled in the Northern and North-Western ports of Vysotsk, Murmansk, Arkhangelsk and Kandalaksha. In Vysotsk and Murmansk coal is the main cargo flow and in 2005 its handling increased. However, the results were worse than expected. For Arkhangelsk and Kandalaksha coal is a strategically important cargo. In order to support the ports and provide coal producers with transport facilities for export delivery, the rail tariff on coal transportation to these ports was reduced: for Arkhangelsk the reduction index amounted to 0.8, for Kandalaksha it reached 0.75.
Tariff reduction vs flexible tariffs
All the above mentioned proves the interdependence of coal producers and railmen. Rail tariff increase for coal producers means their loss in competition on the world markets, where the situation is really difficult, and, consequently, leads to the end of investment, including that into transport infrastructure (both rail and port ones). However, for OAO RZD tariff reduction means profit losses, whereas this profit could be spent on the company's infrastructure development. At the same time, coal transportation reduction due to export decrease (if tariffs remain that high) is also profit loss. Thus, in this situation, one party loses anyway. Moreover, coal loading decrease in January of 2006 made the situation even tougher. Due to unexampled frosts and technical difficulties, coal loading was almost stopped. The Zapadno-Sibirskaya railway reported that producers refused to carry coal up to a thousand rail cars daily. And it should be noted that, during the first decade of January, OAO RZD allowed to load without prepayment.
This situation could lead to the breech of loading plans and technological problems. Several railways reported too many empty rail cars available. According to some data, at some stations empty cars even stood on main tracks impeding normal operation. Rail cars congestions were registered at the approaches to ports and it will take a long time to eliminate them. However, frosts are considered force majeur, which affected the operation of both railmen and coal producers, as they broke delivery schedules.
What measures should be taken to solve the above mentioned problems and create conditions for Russian coal export? Meeting coal producers needs, railmen reduced their tariff on coke transportation, making it almost as low as on energy coal transportation. Some experts estimate profit losses of OAO RZD at about RUR 1 billion. However, the situation with tariffs on energy coal transportation has not changed yet.
Railmen have already rose the question of flexible tariffs implementation in order to meet new market requirements. Particularly, they asked for a right to reduce tariffs in accordance with volume claimed for transportation, or create conditions to implement seasonal tariffs, as demand for coal is higher before and in winter and drops in summer. They have offered to make tariff dependent on the market situation: when prices grow, tariff increases, and when prices reduce, it should also go down. However, the government does not wish to change the situation, despite offers from both parties. Such unwillingness sounds pretty strange, as coal is a strategic cargo and coal producers invest into strategically important objects, such as rail and port infrastructure.
Tatyana Tokareva
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The closer to border the bigger loading volume
According to OAO RZD, in 2005 coal constituted 22.5% of the aggregate rail loading volume. By the way, in 2002 it reached almost 25%, but due to high growth rates of some other cargoes, coal share reduced. In 2005, coal loading grew by 2.4% year-on-year, whereas in 2004 it rose by 3.9%. Many analysts maintain that the loading increased due to export flow rise by 7.8%. Coke volume dropped by 13% year-on-year, whereas in 2004 it went up by 9.1%.
Considering coal loading at different railways serving coal regions, it should be noted that the major share of aggregate coal volume is extracted in the Kuznetsk field (Kuzbass) (55%), where the Zapadno-Sibirskaya (West-Siberian) railway operates. About 12% of the aggregate coal volume is extracted in the Kansko-Achinsky field, which is serviced by the Krasnoyarskaya (Krasnoyarsk) railway; over 11% is extracted in Eastern Siberia and the same volume is extracted in the Russian Far East (the Vostochno-Sibirskaya (East-Siberian), the Zabaykalskaya (Zabaykalsk) and the Dalnevostochnaya (Far-Eastern) railway). The rest of the coal volume is extracted by plants of the Vorkuta and the Rostov regions (and of the neighbouring Caucasian countries), in which the Severnaya (Northern) and the Severo-Kavkazskaya (North-Caucasian) railways operate respectively.
Coal loading volume grew at all railways but for the Severnaya one, where the decrease amounted to 17.5% year-on-year. Analyzing coal loading at different railways, the dependence of extraction growth on transport infrastructure development is evident. Thus, the Krasnoyarskaya and the Vostochno-Sibirskaya railways increased coal loading by 8% and 7.8% respectively. It should be noted that coal export constituted slightly more than 3% of the aggregate coal loading volume and grew insignificantly, as plants of the Kansko-Achinskoye coal field supply to the domestic market mostly. At the Vostochno-Sibirskaya railway, in 2005, coal export grew by over 40% and its share in the aggregate coal loading amounted to almost 20%. The Dalnevostochnaya and the Zabaykalskaya railways increased loading by 5% and 2% respectively. The Severo-Kavkazskaya railway increased coal loading by 10% following the opening of new coal mines. Moreover, this year more new mines are to be put into operation. However, coal handling at the port rail stations dropped by about 12%. Experts of the Severo-Kavkazskaya railway explain this volume decrease by the reduction of extraction volume in the Kuznetsk field, which is the key point from which trains carry coal destined for the Southern ports.
Thus, the closer coal fields are to the border (whether sea (ports of the Azov, the Black Sea or the Far-Eastern basins), or inland (border crossings at the Zabaykalskaya or the Vostochno-Sibirskaya railway, geographically close to the previous one)), the more active and stable the operations of coal producers are. Evidently, this enables them to be confident about their supply to both domestic and international markets. By the way, such strategy has proved successful by Sibirskaya Ugolno-Energeticheskaya Company (Sibirskaya Coal and Energy Company, SUEK), which has coal assets in all of the above mentioned extracting regions and has been developing best among the coal producers.
Thus, producers situated in the Kuznetsk field are facing the most difficult situation today, as the main coal field of Russia is too far from a border.
Kuznetsk field did not keep the word
Coal loading constitutes the lion's share of the Zapadno-Sibirskaya railway aggregate volume. Usually the index amounted to about 80%, but in 2005 it constituted only 70%, due to coal loading growth rate reduction, whereas other cargoes (minerals, construction and timber and logs) increased considerably.
According to the Zapadno-Sibirskaya railway, in 2005 coal loading grew by 0.4% year-on-year, mostly due to a 7% export growth. However, coal loading volume was by about 2% below the target. Discussing plans for 2005, coal producers of the Kuznetsk field promised to carry 175 million tons of coal. The coal extraction volume of the Kuznetsk field in 2005 amounted to about 167.1 million tons, which is 5.3% up year-on-year. However, the loading volume, as was mentioned above, did not grow that much. High growth rate is noted only for export transportation.
Analyzing the operation of the largest enterprises in the Kuznetsk field, volumes of the regional leader OAO Kuzbassrazrezugol grew slightly (by only 2.4%), the second producer of the region - SUEK - increased extraction by 13%. And the last in the top three coal producers the Kuznetsk field,Yuzhkuzbassugol, decreased its extraction by 6% year-on-year. The Yuzhny Kuzbass company operated at the level of 2004, the Raspadskaya Coal Company reduced extraction by 8.5%. Coal production dropped at other regional enterprises. Concerning rail transportation, the situation is similar. Aggregate coal loading is almost at the level of 2004 only due to the 14.4% increase of loading SUEK. Kuzbassrazrezugol rose loading by 2.9%, and ROSA-Kuzbass went up by 1.7%. Other companies decreased coal loading volume.
Railmen and coal producers of the Kuznetsk field signed an agreement envisaging that this year 180 million tons of coal is to be carried. However, taking into consideration previous experience, could it be an overestimation?
As it was mentioned, analysts forecast further development of the unfavourable for Russian coal situation on the world markets. China, Kazakhstan and, possibly, Ukraine (if its energy system works on gas) will offer coal on the global market. Thus, volumes exported by the Russian neighbours will change the situation considerably, especially because of lower prices offered by the newcomers. According to some experts, coal overproduction in China amounts to about 50 million tons, whereof about 30 million tons is to be exported. Chinese coal producers offer prices lower by 10% and sometimes by 30% in comparison with the Russian analogue. Thus, the question is whether, speaking about a loading volume of 180 million tons, coal producers of the Kuznetsk field are going to increase produce, or sales of already extracted coal currently stored.
It is really difficult to forecast the situation for 2006. However, the budget and strategic goals of OAO RZD are set for the whole year on the basis of plans voiced by the largest shippers. The investment volume is counted as based on the profit from the transportation of the volume claimed. Generally speaking, if coal producers do not load the volume they promised, the Zapadno-Sibirskaya railway will lose profit due to absence of contracted volumes.
It should also be mentioned that the Zapadno-Sibirskaya railway cooperates with the Kuznetsk field coal producers within the framework of the "Rail transport development programme in the Kuznetsk field". The programme envisages both investment into industrial rail transport systems - construction of railway to new coal mines, accumulating stations development, linking railways from mines to the rail network; and into OAO Russian Railways network - construction of second tracks, lengthening of receiving-departure tracks, reconstruction and modernization of communications and contact system.
Cooperation and joint investment described by the document are unexampled for Russia. The programme was developed and signed in 2002 and covers the period till 2005. Initially the investment volume was set at RUR 5.2 billion, whereof a quarter was funded by OAO RZD and the rest was invested by shippers. However, in 2004, due to a rapid growth of coal extraction, an agreement on additional measures was signed envisaging an increase in investment flow. In 2005, in the framework of the additional agreement to the programme, over RUR 3.9 billion was invested into rail infrastructure development of the Kuznetsk field, whereof OAO RZD gave RUR 2.5 billion and coal producers invested RUR 1.4 billion. Thus, during the whole period of the programme implementation, over RUR 13.7 billion was invested into transport infrastructure development in the Kuznetsk field, whereof OAO Russian Railways' funds amounted to RUR 10 billion and shippers' funds constituted RUR 3.7 billion. Moreover, the parties preliminary agreed to extend the terms of the programme. By 2010 coal producers expect to extract 190 million tons annually and by this time railmen and shippers plan to invest into the rail infrastructure of the field about RUR 37 billion, whereof OAO RZD's share amounts to RUR 32.2 billion and coal producers invest the rest.
Investment into future
Unlike other producers in Russia, coal enterprises really develop transport facilities. Apart from the "Programme of the rail infrastructure development of the Kuznetsk coal field", at other railways, coal producers invest into rail stations development, including port ones, as well as into port terminals. On the one hand, evidently, coal producers ensure their access to the world markets; on the other hand, they develop the country's strategic objects. And it should be noted that coal producers invest into infrastructure development, despite the big transport constituent in the coal price. According to OAO RZD analysts, the rail constituent in the coal price reaches 40% and even more sometimes, which is the highest index in the Russian economy (for instance, the transport constituent in oil price amounts to 6-20% depending on the route. The coal terminal in the port Vostochny used to be the only specialized complex for this cargo in Russia. Today Vostochny is still the leader in terms of coal handling volume. The terminal's maximum capacity amounts to 12.5 million tons annually. However, during the last three years the terminal works exceeding the planned capacity. Thus, in 2005 Vostochny handled over 13.8 million tons of coal. The construction of the third stage of the coal terminal has been started, which will enable Vostochny to handle 25 million tons of coal. Construction operations have already been put out to tender.
In the Russian Far East, a new even bigger terminal is to be constructed to handle coal in the port of Vanino by SUEK. The construction is to be completed by 2008 and the handling capacity is to amount to 12 million tons with possible extension to 20 million tons of coal annually. The investment volume into the project is estimated at USD 100 million. At the same time, a coal terminal of the similar capacity in the same port is planned by the Elgaugol company. Elgaugol has already agreed with Japanese buyers, who guarantee to purchase seven million tons of coal annually. The investment company Bazovy Element (Basic Element) is to construct five berths for alumina handling in the port. A project of timber and logs terminal construction there is also considered. Totally, the general plan of the Vanino port development envisages the handling capacity increase to 30 million tons annually. Another coal terminal is planned by Sibuglemet holding in the Sukhodol bay between Vladivostok and Nakhodka. Construction dates have not been set yet, but, according to the preliminary evaluation, the terminal could start operating as early as in 2010.
Coal handling facilities are growing in the North-Western ports. The largest and most promising infrastructure project there is the construction of a coal terminal in the port of Ust-Luga. At the beginning of 2006, the first stage of the terminal was presented. In 2005, the terminal handled its first million tons of coal. The maximum handling capacity of the terminal amounts to 35 million tones. According to the preliminary evaluation, Ust-Luga will operate at full capacity by 2010.
It is important to mention that during the construction of Ust-Luga port several owners and investors have changed. Today, the construction and development of the project is being performed on the basis of public-private partnership. During the construction period, the state invested RUR 2.7 billion, while private companies' share was RUR 5.6 billion; OAO RZD invested RUR 1.4 billion and Rosmorport (RF state port controlling body) - RUR 64 million. In future, this investment volume will increase manifold: funds are required not only for the terminal itself, but also for the development of rail approaches. Today, according to OAO RZD, rail approaches to the port enable to handle 6 million tons. The authorities guarantee that the rail infrastructure will be developed fast, so railways will not prevent cargo flows from getting to the port of Ust-Luga.
Coal is handled in the Northern and North-Western ports of Vysotsk, Murmansk, Arkhangelsk and Kandalaksha. In Vysotsk and Murmansk coal is the main cargo flow and in 2005 its handling increased. However, the results were worse than expected. For Arkhangelsk and Kandalaksha coal is a strategically important cargo. In order to support the ports and provide coal producers with transport facilities for export delivery, the rail tariff on coal transportation to these ports was reduced: for Arkhangelsk the reduction index amounted to 0.8, for Kandalaksha it reached 0.75.
Tariff reduction vs flexible tariffs
All the above mentioned proves the interdependence of coal producers and railmen. Rail tariff increase for coal producers means their loss in competition on the world markets, where the situation is really difficult, and, consequently, leads to the end of investment, including that into transport infrastructure (both rail and port ones). However, for OAO RZD tariff reduction means profit losses, whereas this profit could be spent on the company's infrastructure development. At the same time, coal transportation reduction due to export decrease (if tariffs remain that high) is also profit loss. Thus, in this situation, one party loses anyway. Moreover, coal loading decrease in January of 2006 made the situation even tougher. Due to unexampled frosts and technical difficulties, coal loading was almost stopped. The Zapadno-Sibirskaya railway reported that producers refused to carry coal up to a thousand rail cars daily. And it should be noted that, during the first decade of January, OAO RZD allowed to load without prepayment.
This situation could lead to the breech of loading plans and technological problems. Several railways reported too many empty rail cars available. According to some data, at some stations empty cars even stood on main tracks impeding normal operation. Rail cars congestions were registered at the approaches to ports and it will take a long time to eliminate them. However, frosts are considered force majeur, which affected the operation of both railmen and coal producers, as they broke delivery schedules.
What measures should be taken to solve the above mentioned problems and create conditions for Russian coal export? Meeting coal producers needs, railmen reduced their tariff on coke transportation, making it almost as low as on energy coal transportation. Some experts estimate profit losses of OAO RZD at about RUR 1 billion. However, the situation with tariffs on energy coal transportation has not changed yet.
Railmen have already rose the question of flexible tariffs implementation in order to meet new market requirements. Particularly, they asked for a right to reduce tariffs in accordance with volume claimed for transportation, or create conditions to implement seasonal tariffs, as demand for coal is higher before and in winter and drops in summer. They have offered to make tariff dependent on the market situation: when prices grow, tariff increases, and when prices reduce, it should also go down. However, the government does not wish to change the situation, despite offers from both parties. Such unwillingness sounds pretty strange, as coal is a strategic cargo and coal producers invest into strategically important objects, such as rail and port infrastructure.
Tatyana Tokareva
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The closer to border the bigger loading volume
According to OAO RZD, in 2005 coal constituted 22.5% of the aggregate rail loading volume. By the way, in 2002 it reached almost 25%, but due to high growth rates of some other cargoes, coal share reduced. In 2005, coal loading grew by 2.4% year-on-year, whereas in 2004 it rose by 3.9%. Many analysts maintain that the loading increased due to export flow rise by 7.8%. Coke volume dropped by 13% year-on-year, whereas in 2004 it went up by 9.1%.
Considering coal loading at different railways serving coal regions, it should be noted that the major share of aggregate coal volume is extracted in the Kuznetsk field (Kuzbass) (55%), where the Zapadno-Sibirskaya (West-Siberian) railway operates. About 12% of the aggregate coal volume is extracted in the Kansko-Achinsky field, which is serviced by the Krasnoyarskaya (Krasnoyarsk) railway; over 11% is extracted in Eastern Siberia and the same volume is extracted in the Russian Far East (the Vostochno-Sibirskaya (East-Siberian), the Zabaykalskaya (Zabaykalsk) and the Dalnevostochnaya (Far-Eastern) railway). The rest of the coal volume is extracted by plants of the Vorkuta and the Rostov regions (and of the neighbouring Caucasian countries), in which the Severnaya (Northern) and the Severo-Kavkazskaya (North-Caucasian) railways operate respectively.
Coal loading volume grew at all railways but for the Severnaya one, where the decrease amounted to 17.5% year-on-year. Analyzing coal loading at different railways, the dependence of extraction growth on transport infrastructure development is evident. Thus, the Krasnoyarskaya and the Vostochno-Sibirskaya railways increased coal loading by 8% and 7.8% respectively. It should be noted that coal export constituted slightly more than 3% of the aggregate coal loading volume and grew insignificantly, as plants of the Kansko-Achinskoye coal field supply to the domestic market mostly. At the Vostochno-Sibirskaya railway, in 2005, coal export grew by over 40% and its share in the aggregate coal loading amounted to almost 20%. The Dalnevostochnaya and the Zabaykalskaya railways increased loading by 5% and 2% respectively. The Severo-Kavkazskaya railway increased coal loading by 10% following the opening of new coal mines. Moreover, this year more new mines are to be put into operation. However, coal handling at the port rail stations dropped by about 12%. Experts of the Severo-Kavkazskaya railway explain this volume decrease by the reduction of extraction volume in the Kuznetsk field, which is the key point from which trains carry coal destined for the Southern ports.
Thus, the closer coal fields are to the border (whether sea (ports of the Azov, the Black Sea or the Far-Eastern basins), or inland (border crossings at the Zabaykalskaya or the Vostochno-Sibirskaya railway, geographically close to the previous one)), the more active and stable the operations of coal producers are. Evidently, this enables them to be confident about their supply to both domestic and international markets. By the way, such strategy has proved successful by Sibirskaya Ugolno-Energeticheskaya Company (Sibirskaya Coal and Energy Company, SUEK), which has coal assets in all of the above mentioned extracting regions and has been developing best among the coal producers.
Thus, producers situated in the Kuznetsk field are facing the most difficult situation today, as the main coal field of Russia is too far from a border.
Kuznetsk field did not keep the word
Coal loading constitutes the lion's share of the Zapadno-Sibirskaya railway aggregate volume. Usually the index amounted to about 80%, but in 2005 it constituted only 70%, due to coal loading growth rate reduction, whereas other cargoes (minerals, construction and timber and logs) increased considerably.
According to the Zapadno-Sibirskaya railway, in 2005 coal loading grew by 0.4% year-on-year, mostly due to a 7% export growth. However, coal loading volume was by about 2% below the target. Discussing plans for 2005, coal producers of the Kuznetsk field promised to carry 175 million tons of coal. The coal extraction volume of the Kuznetsk field in 2005 amounted to about 167.1 million tons, which is 5.3% up year-on-year. However, the loading volume, as was mentioned above, did not grow that much. High growth rate is noted only for export transportation.
Analyzing the operation of the largest enterprises in the Kuznetsk field, volumes of the regional leader OAO Kuzbassrazrezugol grew slightly (by only 2.4%), the second producer of the region - SUEK - increased extraction by 13%. And the last in the top three coal producers the Kuznetsk field,Yuzhkuzbassugol, decreased its extraction by 6% year-on-year. The Yuzhny Kuzbass company operated at the level of 2004, the Raspadskaya Coal Company reduced extraction by 8.5%. Coal production dropped at other regional enterprises. Concerning rail transportation, the situation is similar. Aggregate coal loading is almost at the level of 2004 only due to the 14.4% increase of loading SUEK. Kuzbassrazrezugol rose loading by 2.9%, and ROSA-Kuzbass went up by 1.7%. Other companies decreased coal loading volume.
Railmen and coal producers of the Kuznetsk field signed an agreement envisaging that this year 180 million tons of coal is to be carried. However, taking into consideration previous experience, could it be an overestimation?
As it was mentioned, analysts forecast further development of the unfavourable for Russian coal situation on the world markets. China, Kazakhstan and, possibly, Ukraine (if its energy system works on gas) will offer coal on the global market. Thus, volumes exported by the Russian neighbours will change the situation considerably, especially because of lower prices offered by the newcomers. According to some experts, coal overproduction in China amounts to about 50 million tons, whereof about 30 million tons is to be exported. Chinese coal producers offer prices lower by 10% and sometimes by 30% in comparison with the Russian analogue. Thus, the question is whether, speaking about a loading volume of 180 million tons, coal producers of the Kuznetsk field are going to increase produce, or sales of already extracted coal currently stored.
It is really difficult to forecast the situation for 2006. However, the budget and strategic goals of OAO RZD are set for the whole year on the basis of plans voiced by the largest shippers. The investment volume is counted as based on the profit from the transportation of the volume claimed. Generally speaking, if coal producers do not load the volume they promised, the Zapadno-Sibirskaya railway will lose profit due to absence of contracted volumes.
It should also be mentioned that the Zapadno-Sibirskaya railway cooperates with the Kuznetsk field coal producers within the framework of the "Rail transport development programme in the Kuznetsk field". The programme envisages both investment into industrial rail transport systems - construction of railway to new coal mines, accumulating stations development, linking railways from mines to the rail network; and into OAO Russian Railways network - construction of second tracks, lengthening of receiving-departure tracks, reconstruction and modernization of communications and contact system.
Cooperation and joint investment described by the document are unexampled for Russia. The programme was developed and signed in 2002 and covers the period till 2005. Initially the investment volume was set at RUR 5.2 billion, whereof a quarter was funded by OAO RZD and the rest was invested by shippers. However, in 2004, due to a rapid growth of coal extraction, an agreement on additional measures was signed envisaging an increase in investment flow. In 2005, in the framework of the additional agreement to the programme, over RUR 3.9 billion was invested into rail infrastructure development of the Kuznetsk field, whereof OAO RZD gave RUR 2.5 billion and coal producers invested RUR 1.4 billion. Thus, during the whole period of the programme implementation, over RUR 13.7 billion was invested into transport infrastructure development in the Kuznetsk field, whereof OAO Russian Railways' funds amounted to RUR 10 billion and shippers' funds constituted RUR 3.7 billion. Moreover, the parties preliminary agreed to extend the terms of the programme. By 2010 coal producers expect to extract 190 million tons annually and by this time railmen and shippers plan to invest into the rail infrastructure of the field about RUR 37 billion, whereof OAO RZD's share amounts to RUR 32.2 billion and coal producers invest the rest.
Investment into future
Unlike other producers in Russia, coal enterprises really develop transport facilities. Apart from the "Programme of the rail infrastructure development of the Kuznetsk coal field", at other railways, coal producers invest into rail stations development, including port ones, as well as into port terminals. On the one hand, evidently, coal producers ensure their access to the world markets; on the other hand, they develop the country's strategic objects. And it should be noted that coal producers invest into infrastructure development, despite the big transport constituent in the coal price. According to OAO RZD analysts, the rail constituent in the coal price reaches 40% and even more sometimes, which is the highest index in the Russian economy (for instance, the transport constituent in oil price amounts to 6-20% depending on the route. The coal terminal in the port Vostochny used to be the only specialized complex for this cargo in Russia. Today Vostochny is still the leader in terms of coal handling volume. The terminal's maximum capacity amounts to 12.5 million tons annually. However, during the last three years the terminal works exceeding the planned capacity. Thus, in 2005 Vostochny handled over 13.8 million tons of coal. The construction of the third stage of the coal terminal has been started, which will enable Vostochny to handle 25 million tons of coal. Construction operations have already been put out to tender.
In the Russian Far East, a new even bigger terminal is to be constructed to handle coal in the port of Vanino by SUEK. The construction is to be completed by 2008 and the handling capacity is to amount to 12 million tons with possible extension to 20 million tons of coal annually. The investment volume into the project is estimated at USD 100 million. At the same time, a coal terminal of the similar capacity in the same port is planned by the Elgaugol company. Elgaugol has already agreed with Japanese buyers, who guarantee to purchase seven million tons of coal annually. The investment company Bazovy Element (Basic Element) is to construct five berths for alumina handling in the port. A project of timber and logs terminal construction there is also considered. Totally, the general plan of the Vanino port development envisages the handling capacity increase to 30 million tons annually. Another coal terminal is planned by Sibuglemet holding in the Sukhodol bay between Vladivostok and Nakhodka. Construction dates have not been set yet, but, according to the preliminary evaluation, the terminal could start operating as early as in 2010.
Coal handling facilities are growing in the North-Western ports. The largest and most promising infrastructure project there is the construction of a coal terminal in the port of Ust-Luga. At the beginning of 2006, the first stage of the terminal was presented. In 2005, the terminal handled its first million tons of coal. The maximum handling capacity of the terminal amounts to 35 million tones. According to the preliminary evaluation, Ust-Luga will operate at full capacity by 2010.
It is important to mention that during the construction of Ust-Luga port several owners and investors have changed. Today, the construction and development of the project is being performed on the basis of public-private partnership. During the construction period, the state invested RUR 2.7 billion, while private companies' share was RUR 5.6 billion; OAO RZD invested RUR 1.4 billion and Rosmorport (RF state port controlling body) - RUR 64 million. In future, this investment volume will increase manifold: funds are required not only for the terminal itself, but also for the development of rail approaches. Today, according to OAO RZD, rail approaches to the port enable to handle 6 million tons. The authorities guarantee that the rail infrastructure will be developed fast, so railways will not prevent cargo flows from getting to the port of Ust-Luga.
Coal is handled in the Northern and North-Western ports of Vysotsk, Murmansk, Arkhangelsk and Kandalaksha. In Vysotsk and Murmansk coal is the main cargo flow and in 2005 its handling increased. However, the results were worse than expected. For Arkhangelsk and Kandalaksha coal is a strategically important cargo. In order to support the ports and provide coal producers with transport facilities for export delivery, the rail tariff on coal transportation to these ports was reduced: for Arkhangelsk the reduction index amounted to 0.8, for Kandalaksha it reached 0.75.
Tariff reduction vs flexible tariffs
All the above mentioned proves the interdependence of coal producers and railmen. Rail tariff increase for coal producers means their loss in competition on the world markets, where the situation is really difficult, and, consequently, leads to the end of investment, including that into transport infrastructure (both rail and port ones). However, for OAO RZD tariff reduction means profit losses, whereas this profit could be spent on the company's infrastructure development. At the same time, coal transportation reduction due to export decrease (if tariffs remain that high) is also profit loss. Thus, in this situation, one party loses anyway. Moreover, coal loading decrease in January of 2006 made the situation even tougher. Due to unexampled frosts and technical difficulties, coal loading was almost stopped. The Zapadno-Sibirskaya railway reported that producers refused to carry coal up to a thousand rail cars daily. And it should be noted that, during the first decade of January, OAO RZD allowed to load without prepayment.
This situation could lead to the breech of loading plans and technological problems. Several railways reported too many empty rail cars available. According to some data, at some stations empty cars even stood on main tracks impeding normal operation. Rail cars congestions were registered at the approaches to ports and it will take a long time to eliminate them. However, frosts are considered force majeur, which affected the operation of both railmen and coal producers, as they broke delivery schedules.
What measures should be taken to solve the above mentioned problems and create conditions for Russian coal export? Meeting coal producers needs, railmen reduced their tariff on coke transportation, making it almost as low as on energy coal transportation. Some experts estimate profit losses of OAO RZD at about RUR 1 billion. However, the situation with tariffs on energy coal transportation has not changed yet.
Railmen have already rose the question of flexible tariffs implementation in order to meet new market requirements. Particularly, they asked for a right to reduce tariffs in accordance with volume claimed for transportation, or create conditions to implement seasonal tariffs, as demand for coal is higher before and in winter and drops in summer. They have offered to make tariff dependent on the market situation: when prices grow, tariff increases, and when prices reduce, it should also go down. However, the government does not wish to change the situation, despite offers from both parties. Such unwillingness sounds pretty strange, as coal is a strategic cargo and coal producers invest into strategically important objects, such as rail and port infrastructure.
Tatyana Tokareva
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(
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[SECTION_META_TITLE] => State's support is vitally needed
[SECTION_META_KEYWORDS] => state's support is vitally needed
[SECTION_META_DESCRIPTION] => Coal producers consider rail tariffs increase the key reason preventing coal export from growth and reducing the competitiveness of Russian coal on the world markets. Coal traditionally takes the biggest share (over 20%) of the aggregate rail transportation volume. Thus, coal producers and railmen are absolutely interdependent. Under what scenario will their cooperation continue?<BR>
[ELEMENT_META_TITLE] => State's support is vitally needed
[ELEMENT_META_KEYWORDS] => state's support is vitally needed
[ELEMENT_META_DESCRIPTION] => Coal producers consider rail tariffs increase the key reason preventing coal export from growth and reducing the competitiveness of Russian coal on the world markets. Coal traditionally takes the biggest share (over 20%) of the aggregate rail transportation volume. Thus, coal producers and railmen are absolutely interdependent. Under what scenario will their cooperation continue?<BR>
[SECTION_PICTURE_FILE_ALT] => State's support is vitally needed
[SECTION_PICTURE_FILE_TITLE] => State's support is vitally needed
[SECTION_DETAIL_PICTURE_FILE_ALT] => State's support is vitally needed
[SECTION_DETAIL_PICTURE_FILE_TITLE] => State's support is vitally needed
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => State's support is vitally needed
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => State's support is vitally needed
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => State's support is vitally needed
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => State's support is vitally needed
)
)
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