III КВАРТАЛ 2022Г. - 55 баллов
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Priority Defined
The key direction for the Russian customs nowadays is reaching a balance between the safety of the state and steps encouraging world trade development. In particular, the document approved by the RF Government at the end of 2005 and entitled "Concept of customs bodies development until 2010 and further on" states this. Fulfill due to the poor technical state of customs stations.
At the same time, the world practice proves the fact that inspection complexes (IC) are helpful during mass inspection of big-volume cargo. This equipment allows a customs officer to get quality X-ray pictures of transported goods in just 3-5 minutes without unloading the vehicles or containers. This makes it possible not only to discover dangerous and forbidden goods, but also make a comparative analyze of the actual amount of cargo versus the one claimed in the accompanying documents.
After studying foreign experience, Russian experts came to the conclusion that this method is highly efficient for customs inspection. Thus, for example, with IC help in the port of Hamburg, over 76 tons of drugs was found between 1991 and 1999, and IC installation in the port of Dalyan (China) increased customs payment by 61.9%.
In Russia the first sample of easily installed IC produced by German manufacturers (Smiths Heimann, HCV-Gantry model) was put into operation in November 2005 on the Russia-Ukrainian border (Troyebortnoye). This became the starting point for implementation of the programme "Plan of inspection complexes installation in border check-points via the state border of the Russian federation from 2005 to 2010". In 2006 such complexes will be installed at the border customs stations on the Russian-Finnish (Torfyanovka, Brusnichnoye) and Russian-Latvian (Burachki) borders. Powerful ICs will also be installed in the ports of Saint-Petersburg, Novorossiysk and Nakhodka. In total, 72 ICs will operate on the borders of the Russian Federation, including 50 stationary (10 in sea ports) and 22 motor trucks. In the future such complexes are to equip the whole perimeter of the RF border and the biggest ports of the country.
Who wins?
Major producers and suppliers of this equipment to the national markets are Smiths Heimann, a German company, and Nuctech Company Limited, Chinese corporation. Here lies the tricky problem Russia has to solve, namely what production to choose.
Due to the fact that, besides the state budget financing, foreign funds are to be attracted (loan №4689 RU, European Bank for Reconstruction and Development), the issue is considered not only by Federal Customs Service but by the Ministry of Economic Development and Trade, the Ministry of Finances and the RF Government. According to experts, "typical negotiations are in progress", though both candidates' interests are lobbied.
Heated competition is developing with the participation of two Russian companies, who are trade partners and officially represent trade marks on the Russian market. Smiths Heimann interests are supported by Techno - Saint Petersburg JSC (Тechno Group of companies), while Nuctech Company Limited is promoted by Moscow-based Financial-Industrial Corporation Safety Formula JSC. Together with German and Chinese businessmen, Russian businessmen participate in the consultations and negotiations with the Federal Customs Service and, under the condition of concluding a contract with the supplier, are ready to service inspection services.
Arguments of two struggling parties are strong, but traditional. The German businessmen refer to the high quality of their produce and the Chinese company tries to destroy the myth of their country being a supplier of bad production at low prices.
In response to the probable expansion of the Chinese, the Germans make their production cheaper by opening their Russian headquarters in Saint-Petersburg.
In any case, independently on the heated struggle unfolding for the Russian customer, both companies have the chance to work on the Russian territory as it is not economically profitable to transport Chinese production towards, let's say, the Finnish border and German production towards the Kazakstan frontier.
To Sum Up
Besides the question of who to choose, there are many other issues that need to be addressed in the process of this large-scaled project implementation. Among them is the problem of allocating land for these complexes to be built upon, with their further acquisition of a legal status. Moreover, it is a striking thing that objects for primary IC installation are motor transport check-points and ports customs. Speaking of the railway, there are no well-defined terms of putting IC into operation the planned term is 2008-2015). In this respect, it is quite logical to assume that OAO RZD and other adjacent structures will also be offered to participate in the installation of these complexes. However, it is too early to draw conclusions. At least OAO RZD affiliate OAO "Transcontainer" gave no comments on its participation in the discussion of these issues.
Nevertheless, considering railway transportation specifics i.e. the fact that it is mostly aimed at sea ports (where ICs will appear in a short time), it can be easily assumed that cargo flows floating within the system of the Russian transport complex will become much more transparent soon.
Gennady Bugrov
[~DETAIL_TEXT] =>
Priority Defined
The key direction for the Russian customs nowadays is reaching a balance between the safety of the state and steps encouraging world trade development. In particular, the document approved by the RF Government at the end of 2005 and entitled "Concept of customs bodies development until 2010 and further on" states this. Fulfill due to the poor technical state of customs stations.
At the same time, the world practice proves the fact that inspection complexes (IC) are helpful during mass inspection of big-volume cargo. This equipment allows a customs officer to get quality X-ray pictures of transported goods in just 3-5 minutes without unloading the vehicles or containers. This makes it possible not only to discover dangerous and forbidden goods, but also make a comparative analyze of the actual amount of cargo versus the one claimed in the accompanying documents.
After studying foreign experience, Russian experts came to the conclusion that this method is highly efficient for customs inspection. Thus, for example, with IC help in the port of Hamburg, over 76 tons of drugs was found between 1991 and 1999, and IC installation in the port of Dalyan (China) increased customs payment by 61.9%.
In Russia the first sample of easily installed IC produced by German manufacturers (Smiths Heimann, HCV-Gantry model) was put into operation in November 2005 on the Russia-Ukrainian border (Troyebortnoye). This became the starting point for implementation of the programme "Plan of inspection complexes installation in border check-points via the state border of the Russian federation from 2005 to 2010". In 2006 such complexes will be installed at the border customs stations on the Russian-Finnish (Torfyanovka, Brusnichnoye) and Russian-Latvian (Burachki) borders. Powerful ICs will also be installed in the ports of Saint-Petersburg, Novorossiysk and Nakhodka. In total, 72 ICs will operate on the borders of the Russian Federation, including 50 stationary (10 in sea ports) and 22 motor trucks. In the future such complexes are to equip the whole perimeter of the RF border and the biggest ports of the country.
Who wins?
Major producers and suppliers of this equipment to the national markets are Smiths Heimann, a German company, and Nuctech Company Limited, Chinese corporation. Here lies the tricky problem Russia has to solve, namely what production to choose.
Due to the fact that, besides the state budget financing, foreign funds are to be attracted (loan №4689 RU, European Bank for Reconstruction and Development), the issue is considered not only by Federal Customs Service but by the Ministry of Economic Development and Trade, the Ministry of Finances and the RF Government. According to experts, "typical negotiations are in progress", though both candidates' interests are lobbied.
Heated competition is developing with the participation of two Russian companies, who are trade partners and officially represent trade marks on the Russian market. Smiths Heimann interests are supported by Techno - Saint Petersburg JSC (Тechno Group of companies), while Nuctech Company Limited is promoted by Moscow-based Financial-Industrial Corporation Safety Formula JSC. Together with German and Chinese businessmen, Russian businessmen participate in the consultations and negotiations with the Federal Customs Service and, under the condition of concluding a contract with the supplier, are ready to service inspection services.
Arguments of two struggling parties are strong, but traditional. The German businessmen refer to the high quality of their produce and the Chinese company tries to destroy the myth of their country being a supplier of bad production at low prices.
In response to the probable expansion of the Chinese, the Germans make their production cheaper by opening their Russian headquarters in Saint-Petersburg.
In any case, independently on the heated struggle unfolding for the Russian customer, both companies have the chance to work on the Russian territory as it is not economically profitable to transport Chinese production towards, let's say, the Finnish border and German production towards the Kazakstan frontier.
To Sum Up
Besides the question of who to choose, there are many other issues that need to be addressed in the process of this large-scaled project implementation. Among them is the problem of allocating land for these complexes to be built upon, with their further acquisition of a legal status. Moreover, it is a striking thing that objects for primary IC installation are motor transport check-points and ports customs. Speaking of the railway, there are no well-defined terms of putting IC into operation the planned term is 2008-2015). In this respect, it is quite logical to assume that OAO RZD and other adjacent structures will also be offered to participate in the installation of these complexes. However, it is too early to draw conclusions. At least OAO RZD affiliate OAO "Transcontainer" gave no comments on its participation in the discussion of these issues.
Nevertheless, considering railway transportation specifics i.e. the fact that it is mostly aimed at sea ports (where ICs will appear in a short time), it can be easily assumed that cargo flows floating within the system of the Russian transport complex will become much more transparent soon.
Gennady Bugrov
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Priority Defined
The key direction for the Russian customs nowadays is reaching a balance between the safety of the state and steps encouraging world trade development. In particular, the document approved by the RF Government at the end of 2005 and entitled "Concept of customs bodies development until 2010 and further on" states this. Fulfill due to the poor technical state of customs stations.
At the same time, the world practice proves the fact that inspection complexes (IC) are helpful during mass inspection of big-volume cargo. This equipment allows a customs officer to get quality X-ray pictures of transported goods in just 3-5 minutes without unloading the vehicles or containers. This makes it possible not only to discover dangerous and forbidden goods, but also make a comparative analyze of the actual amount of cargo versus the one claimed in the accompanying documents.
After studying foreign experience, Russian experts came to the conclusion that this method is highly efficient for customs inspection. Thus, for example, with IC help in the port of Hamburg, over 76 tons of drugs was found between 1991 and 1999, and IC installation in the port of Dalyan (China) increased customs payment by 61.9%.
In Russia the first sample of easily installed IC produced by German manufacturers (Smiths Heimann, HCV-Gantry model) was put into operation in November 2005 on the Russia-Ukrainian border (Troyebortnoye). This became the starting point for implementation of the programme "Plan of inspection complexes installation in border check-points via the state border of the Russian federation from 2005 to 2010". In 2006 such complexes will be installed at the border customs stations on the Russian-Finnish (Torfyanovka, Brusnichnoye) and Russian-Latvian (Burachki) borders. Powerful ICs will also be installed in the ports of Saint-Petersburg, Novorossiysk and Nakhodka. In total, 72 ICs will operate on the borders of the Russian Federation, including 50 stationary (10 in sea ports) and 22 motor trucks. In the future such complexes are to equip the whole perimeter of the RF border and the biggest ports of the country.
Who wins?
Major producers and suppliers of this equipment to the national markets are Smiths Heimann, a German company, and Nuctech Company Limited, Chinese corporation. Here lies the tricky problem Russia has to solve, namely what production to choose.
Due to the fact that, besides the state budget financing, foreign funds are to be attracted (loan №4689 RU, European Bank for Reconstruction and Development), the issue is considered not only by Federal Customs Service but by the Ministry of Economic Development and Trade, the Ministry of Finances and the RF Government. According to experts, "typical negotiations are in progress", though both candidates' interests are lobbied.
Heated competition is developing with the participation of two Russian companies, who are trade partners and officially represent trade marks on the Russian market. Smiths Heimann interests are supported by Techno - Saint Petersburg JSC (Тechno Group of companies), while Nuctech Company Limited is promoted by Moscow-based Financial-Industrial Corporation Safety Formula JSC. Together with German and Chinese businessmen, Russian businessmen participate in the consultations and negotiations with the Federal Customs Service and, under the condition of concluding a contract with the supplier, are ready to service inspection services.
Arguments of two struggling parties are strong, but traditional. The German businessmen refer to the high quality of their produce and the Chinese company tries to destroy the myth of their country being a supplier of bad production at low prices.
In response to the probable expansion of the Chinese, the Germans make their production cheaper by opening their Russian headquarters in Saint-Petersburg.
In any case, independently on the heated struggle unfolding for the Russian customer, both companies have the chance to work on the Russian territory as it is not economically profitable to transport Chinese production towards, let's say, the Finnish border and German production towards the Kazakstan frontier.
To Sum Up
Besides the question of who to choose, there are many other issues that need to be addressed in the process of this large-scaled project implementation. Among them is the problem of allocating land for these complexes to be built upon, with their further acquisition of a legal status. Moreover, it is a striking thing that objects for primary IC installation are motor transport check-points and ports customs. Speaking of the railway, there are no well-defined terms of putting IC into operation the planned term is 2008-2015). In this respect, it is quite logical to assume that OAO RZD and other adjacent structures will also be offered to participate in the installation of these complexes. However, it is too early to draw conclusions. At least OAO RZD affiliate OAO "Transcontainer" gave no comments on its participation in the discussion of these issues.
Nevertheless, considering railway transportation specifics i.e. the fact that it is mostly aimed at sea ports (where ICs will appear in a short time), it can be easily assumed that cargo flows floating within the system of the Russian transport complex will become much more transparent soon.
Gennady Bugrov
[~DETAIL_TEXT] =>
Priority Defined
The key direction for the Russian customs nowadays is reaching a balance between the safety of the state and steps encouraging world trade development. In particular, the document approved by the RF Government at the end of 2005 and entitled "Concept of customs bodies development until 2010 and further on" states this. Fulfill due to the poor technical state of customs stations.
At the same time, the world practice proves the fact that inspection complexes (IC) are helpful during mass inspection of big-volume cargo. This equipment allows a customs officer to get quality X-ray pictures of transported goods in just 3-5 minutes without unloading the vehicles or containers. This makes it possible not only to discover dangerous and forbidden goods, but also make a comparative analyze of the actual amount of cargo versus the one claimed in the accompanying documents.
After studying foreign experience, Russian experts came to the conclusion that this method is highly efficient for customs inspection. Thus, for example, with IC help in the port of Hamburg, over 76 tons of drugs was found between 1991 and 1999, and IC installation in the port of Dalyan (China) increased customs payment by 61.9%.
In Russia the first sample of easily installed IC produced by German manufacturers (Smiths Heimann, HCV-Gantry model) was put into operation in November 2005 on the Russia-Ukrainian border (Troyebortnoye). This became the starting point for implementation of the programme "Plan of inspection complexes installation in border check-points via the state border of the Russian federation from 2005 to 2010". In 2006 such complexes will be installed at the border customs stations on the Russian-Finnish (Torfyanovka, Brusnichnoye) and Russian-Latvian (Burachki) borders. Powerful ICs will also be installed in the ports of Saint-Petersburg, Novorossiysk and Nakhodka. In total, 72 ICs will operate on the borders of the Russian Federation, including 50 stationary (10 in sea ports) and 22 motor trucks. In the future such complexes are to equip the whole perimeter of the RF border and the biggest ports of the country.
Who wins?
Major producers and suppliers of this equipment to the national markets are Smiths Heimann, a German company, and Nuctech Company Limited, Chinese corporation. Here lies the tricky problem Russia has to solve, namely what production to choose.
Due to the fact that, besides the state budget financing, foreign funds are to be attracted (loan №4689 RU, European Bank for Reconstruction and Development), the issue is considered not only by Federal Customs Service but by the Ministry of Economic Development and Trade, the Ministry of Finances and the RF Government. According to experts, "typical negotiations are in progress", though both candidates' interests are lobbied.
Heated competition is developing with the participation of two Russian companies, who are trade partners and officially represent trade marks on the Russian market. Smiths Heimann interests are supported by Techno - Saint Petersburg JSC (Тechno Group of companies), while Nuctech Company Limited is promoted by Moscow-based Financial-Industrial Corporation Safety Formula JSC. Together with German and Chinese businessmen, Russian businessmen participate in the consultations and negotiations with the Federal Customs Service and, under the condition of concluding a contract with the supplier, are ready to service inspection services.
Arguments of two struggling parties are strong, but traditional. The German businessmen refer to the high quality of their produce and the Chinese company tries to destroy the myth of their country being a supplier of bad production at low prices.
In response to the probable expansion of the Chinese, the Germans make their production cheaper by opening their Russian headquarters in Saint-Petersburg.
In any case, independently on the heated struggle unfolding for the Russian customer, both companies have the chance to work on the Russian territory as it is not economically profitable to transport Chinese production towards, let's say, the Finnish border and German production towards the Kazakstan frontier.
To Sum Up
Besides the question of who to choose, there are many other issues that need to be addressed in the process of this large-scaled project implementation. Among them is the problem of allocating land for these complexes to be built upon, with their further acquisition of a legal status. Moreover, it is a striking thing that objects for primary IC installation are motor transport check-points and ports customs. Speaking of the railway, there are no well-defined terms of putting IC into operation the planned term is 2008-2015). In this respect, it is quite logical to assume that OAO RZD and other adjacent structures will also be offered to participate in the installation of these complexes. However, it is too early to draw conclusions. At least OAO RZD affiliate OAO "Transcontainer" gave no comments on its participation in the discussion of these issues.
Nevertheless, considering railway transportation specifics i.e. the fact that it is mostly aimed at sea ports (where ICs will appear in a short time), it can be easily assumed that cargo flows floating within the system of the Russian transport complex will become much more transparent soon.
Gennady Bugrov
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Russia inherited 800 thousand cars from the USSR, but today 80% of this park is approaching the end of its exploitation period. In total, Russian and Ukrainian factories can produce about 45-50 thousand cars per year. How will the park be renewed? Factories do not manufacture the necessary volumes yet, and RZD do not purchase the required number of cars. OAO RZD evaluates the need in new rolling stock at 101 thousand units by 2010 which requires the funding of RUR 125 billion. In 2006-2008, however, 18,668 new freight rail cars are to be purchased (5,347 in 2006, 5,907 in 2007 and 7,416 in 2008) on terms of leasing and at the company's expense.
Gondola cars (the most typical car type of RZD rolling stock, hoppers and platforms need renewal. At the same time railway machinery growth stopped last year and production volume dropped by 1.3%.
Uralvagonzavod JSC producing more than a half of Russian freight cars decreased its production by 6.4%, and Ruzhimmash - the third producer in Russia - by almost 24%. Volgogradneftemash, OAO RZD Kanashsky car engineering plant and Salavatneftemash also dropped their production volumes. According to Mikhail Ivanov, managing director of Eurosib Spb - Transport Systems JSC, factories reduced their production because the market focused on tank cars manufacturing. Now the market is oversaturated with tank-cars. Factories started to look for new forms to produce other rolling stock types. Azovmash took this path, for example. Many factories start to produce fitting-platforms, grain-carriers (Dneprovagonmash), thus, the tendency to re-orientation is obvious.
Not to be dependent on the Ministry of Railways, in 2002 companies-operators actively started to purchase their own rolling stock placing their orders at car engineering plants. At present nearly a quarter of all rolling stock belongs to the private sector. There is an intention to reach 50 to 50 proportion in shares of state and private park. The question is why car production volumes do not grow, even though the railway transportation market signals it is necessary.
Gondola being a universal car with a strategic importance for Russia, it covers the expenses of a private owner in reasonable terms, if he transports cargoes of the second or third categories, such as metals, metal scrap etc. If he transports only coal (first category cargo), the owner won't work profitably enough and will only recoup half of his expenses. Dmitry Yeremeev, General Director of Brunswick Rail Management JSC - managing organization of Brunswick Rail Leasing JSC, says: "The state doesn't encourage the private owner to transport coal. Until this stimulus appears, cars won't be produced in required quantities and coal companies will be unable to provide their own transport security".
Companies-operators often can't cope with the growing number of orders placed by cargo owners. Moreover, the Tariff Regulation 10-01 envisages a long term of repayment of funds invested into new rolling stock. Today everybody realizes pretty well there is a thin border between transport security and investment in new rolling stock and watches the situation carefully. Administratively it is possible to extend the use of a car endlessly, but there are norms based on substantial experience. Prolongation of a car life term needs heavy investment. This investment will be less profitable than that into new rolling stock.
It is not profitable for a cargo owner to purchase a car to provide transport security since it is not a core asset for them. It is much easier to sell their production on ex-works terms. It is explained by the fact that investment into core assets allows cargo-owners to obtain 30% profit, but the same investment made into car purchase brings half or even third as much profit. Thus, investment in core assets is much more profitable for the cargo owner.
Each enterprise handles the problem of transport security in its own way. Small companies believe it is better to operate a park rent on a long term and implement raw material and production transportation themselves. Possessing a car park rent at a fixed rate they realize how they are going to control it within medium-term perspective. The situation differs for large companies, in particular metallurgic ones. Their park is of more diversified nature: they have more gondolas, specialized platforms etc. In general, they will apply to companies-operators and attract operative leasing, which allows them to plan their business as the rate is fixed for the whole term of lease.
Car purchase is necessary and profitable for those companies who make it their core business. Their own car parks ensure reliable and timely cargo delivery at any time and any destination. Moreover, own car park gives flexibility when dealing with problems arising within major activities of the company: it is always possible to re-direct transport business to other clients, as well as to boost the volumes of car rent. Companies who are involved into car purchase usually buy new units since the state and age of the rolling stock has a direct impact on the quality of services: new cars bring minimum risks in idling, as no breakage is expected.
New cars purchase will be implemented as usual at the company's expense, namely from funds and though credit attraction. New big players will enhance their own parks, and operative leasing can become a useful path to transfer to new transportation markets. However, contracts concluded for 5-6 years (which are most typical leasing contracts nowadays) do not suit such companies. They are more interested in contracts concluded for shorter terms which allow to make clear forecasts and feel confident about the required transportation volumes.
Thus, lease, as compared to credit, seems to be a safer way of project financing, as in this case the asset is on the balance of the lease dealer, which guarantees him payment, while the lease customer, in his turn, gets more profitable contractual terms. Operative leasing widely spread nowadays will develop. One of its basic differences from and advantages as compared to rent is a fixed rate for the contract period. Financial leasing allows the company-lease customer to renew its park with less expenditure when there is no opportunity to purchase significant car amount with the company's own funds. In any case, demand for rolling stock in the nearest future will increase and the decision which mode to choose (rent, lease or purchase) is to be made by carriers themselves considering the state of economy in both the transport sector and the country in general.
Elena Ushkova
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Russia inherited 800 thousand cars from the USSR, but today 80% of this park is approaching the end of its exploitation period. In total, Russian and Ukrainian factories can produce about 45-50 thousand cars per year. How will the park be renewed? Factories do not manufacture the necessary volumes yet, and RZD do not purchase the required number of cars. OAO RZD evaluates the need in new rolling stock at 101 thousand units by 2010 which requires the funding of RUR 125 billion. In 2006-2008, however, 18,668 new freight rail cars are to be purchased (5,347 in 2006, 5,907 in 2007 and 7,416 in 2008) on terms of leasing and at the company's expense.
Gondola cars (the most typical car type of RZD rolling stock, hoppers and platforms need renewal. At the same time railway machinery growth stopped last year and production volume dropped by 1.3%.
Uralvagonzavod JSC producing more than a half of Russian freight cars decreased its production by 6.4%, and Ruzhimmash - the third producer in Russia - by almost 24%. Volgogradneftemash, OAO RZD Kanashsky car engineering plant and Salavatneftemash also dropped their production volumes. According to Mikhail Ivanov, managing director of Eurosib Spb - Transport Systems JSC, factories reduced their production because the market focused on tank cars manufacturing. Now the market is oversaturated with tank-cars. Factories started to look for new forms to produce other rolling stock types. Azovmash took this path, for example. Many factories start to produce fitting-platforms, grain-carriers (Dneprovagonmash), thus, the tendency to re-orientation is obvious.
Not to be dependent on the Ministry of Railways, in 2002 companies-operators actively started to purchase their own rolling stock placing their orders at car engineering plants. At present nearly a quarter of all rolling stock belongs to the private sector. There is an intention to reach 50 to 50 proportion in shares of state and private park. The question is why car production volumes do not grow, even though the railway transportation market signals it is necessary.
Gondola being a universal car with a strategic importance for Russia, it covers the expenses of a private owner in reasonable terms, if he transports cargoes of the second or third categories, such as metals, metal scrap etc. If he transports only coal (first category cargo), the owner won't work profitably enough and will only recoup half of his expenses. Dmitry Yeremeev, General Director of Brunswick Rail Management JSC - managing organization of Brunswick Rail Leasing JSC, says: "The state doesn't encourage the private owner to transport coal. Until this stimulus appears, cars won't be produced in required quantities and coal companies will be unable to provide their own transport security".
Companies-operators often can't cope with the growing number of orders placed by cargo owners. Moreover, the Tariff Regulation 10-01 envisages a long term of repayment of funds invested into new rolling stock. Today everybody realizes pretty well there is a thin border between transport security and investment in new rolling stock and watches the situation carefully. Administratively it is possible to extend the use of a car endlessly, but there are norms based on substantial experience. Prolongation of a car life term needs heavy investment. This investment will be less profitable than that into new rolling stock.
It is not profitable for a cargo owner to purchase a car to provide transport security since it is not a core asset for them. It is much easier to sell their production on ex-works terms. It is explained by the fact that investment into core assets allows cargo-owners to obtain 30% profit, but the same investment made into car purchase brings half or even third as much profit. Thus, investment in core assets is much more profitable for the cargo owner.
Each enterprise handles the problem of transport security in its own way. Small companies believe it is better to operate a park rent on a long term and implement raw material and production transportation themselves. Possessing a car park rent at a fixed rate they realize how they are going to control it within medium-term perspective. The situation differs for large companies, in particular metallurgic ones. Their park is of more diversified nature: they have more gondolas, specialized platforms etc. In general, they will apply to companies-operators and attract operative leasing, which allows them to plan their business as the rate is fixed for the whole term of lease.
Car purchase is necessary and profitable for those companies who make it their core business. Their own car parks ensure reliable and timely cargo delivery at any time and any destination. Moreover, own car park gives flexibility when dealing with problems arising within major activities of the company: it is always possible to re-direct transport business to other clients, as well as to boost the volumes of car rent. Companies who are involved into car purchase usually buy new units since the state and age of the rolling stock has a direct impact on the quality of services: new cars bring minimum risks in idling, as no breakage is expected.
New cars purchase will be implemented as usual at the company's expense, namely from funds and though credit attraction. New big players will enhance their own parks, and operative leasing can become a useful path to transfer to new transportation markets. However, contracts concluded for 5-6 years (which are most typical leasing contracts nowadays) do not suit such companies. They are more interested in contracts concluded for shorter terms which allow to make clear forecasts and feel confident about the required transportation volumes.
Thus, lease, as compared to credit, seems to be a safer way of project financing, as in this case the asset is on the balance of the lease dealer, which guarantees him payment, while the lease customer, in his turn, gets more profitable contractual terms. Operative leasing widely spread nowadays will develop. One of its basic differences from and advantages as compared to rent is a fixed rate for the contract period. Financial leasing allows the company-lease customer to renew its park with less expenditure when there is no opportunity to purchase significant car amount with the company's own funds. In any case, demand for rolling stock in the nearest future will increase and the decision which mode to choose (rent, lease or purchase) is to be made by carriers themselves considering the state of economy in both the transport sector and the country in general.
Elena Ushkova
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Russia inherited 800 thousand cars from the USSR, but today 80% of this park is approaching the end of its exploitation period. In total, Russian and Ukrainian factories can produce about 45-50 thousand cars per year. How will the park be renewed? Factories do not manufacture the necessary volumes yet, and RZD do not purchase the required number of cars. OAO RZD evaluates the need in new rolling stock at 101 thousand units by 2010 which requires the funding of RUR 125 billion. In 2006-2008, however, 18,668 new freight rail cars are to be purchased (5,347 in 2006, 5,907 in 2007 and 7,416 in 2008) on terms of leasing and at the company's expense.
Gondola cars (the most typical car type of RZD rolling stock, hoppers and platforms need renewal. At the same time railway machinery growth stopped last year and production volume dropped by 1.3%.
Uralvagonzavod JSC producing more than a half of Russian freight cars decreased its production by 6.4%, and Ruzhimmash - the third producer in Russia - by almost 24%. Volgogradneftemash, OAO RZD Kanashsky car engineering plant and Salavatneftemash also dropped their production volumes. According to Mikhail Ivanov, managing director of Eurosib Spb - Transport Systems JSC, factories reduced their production because the market focused on tank cars manufacturing. Now the market is oversaturated with tank-cars. Factories started to look for new forms to produce other rolling stock types. Azovmash took this path, for example. Many factories start to produce fitting-platforms, grain-carriers (Dneprovagonmash), thus, the tendency to re-orientation is obvious.
Not to be dependent on the Ministry of Railways, in 2002 companies-operators actively started to purchase their own rolling stock placing their orders at car engineering plants. At present nearly a quarter of all rolling stock belongs to the private sector. There is an intention to reach 50 to 50 proportion in shares of state and private park. The question is why car production volumes do not grow, even though the railway transportation market signals it is necessary.
Gondola being a universal car with a strategic importance for Russia, it covers the expenses of a private owner in reasonable terms, if he transports cargoes of the second or third categories, such as metals, metal scrap etc. If he transports only coal (first category cargo), the owner won't work profitably enough and will only recoup half of his expenses. Dmitry Yeremeev, General Director of Brunswick Rail Management JSC - managing organization of Brunswick Rail Leasing JSC, says: "The state doesn't encourage the private owner to transport coal. Until this stimulus appears, cars won't be produced in required quantities and coal companies will be unable to provide their own transport security".
Companies-operators often can't cope with the growing number of orders placed by cargo owners. Moreover, the Tariff Regulation 10-01 envisages a long term of repayment of funds invested into new rolling stock. Today everybody realizes pretty well there is a thin border between transport security and investment in new rolling stock and watches the situation carefully. Administratively it is possible to extend the use of a car endlessly, but there are norms based on substantial experience. Prolongation of a car life term needs heavy investment. This investment will be less profitable than that into new rolling stock.
It is not profitable for a cargo owner to purchase a car to provide transport security since it is not a core asset for them. It is much easier to sell their production on ex-works terms. It is explained by the fact that investment into core assets allows cargo-owners to obtain 30% profit, but the same investment made into car purchase brings half or even third as much profit. Thus, investment in core assets is much more profitable for the cargo owner.
Each enterprise handles the problem of transport security in its own way. Small companies believe it is better to operate a park rent on a long term and implement raw material and production transportation themselves. Possessing a car park rent at a fixed rate they realize how they are going to control it within medium-term perspective. The situation differs for large companies, in particular metallurgic ones. Their park is of more diversified nature: they have more gondolas, specialized platforms etc. In general, they will apply to companies-operators and attract operative leasing, which allows them to plan their business as the rate is fixed for the whole term of lease.
Car purchase is necessary and profitable for those companies who make it their core business. Their own car parks ensure reliable and timely cargo delivery at any time and any destination. Moreover, own car park gives flexibility when dealing with problems arising within major activities of the company: it is always possible to re-direct transport business to other clients, as well as to boost the volumes of car rent. Companies who are involved into car purchase usually buy new units since the state and age of the rolling stock has a direct impact on the quality of services: new cars bring minimum risks in idling, as no breakage is expected.
New cars purchase will be implemented as usual at the company's expense, namely from funds and though credit attraction. New big players will enhance their own parks, and operative leasing can become a useful path to transfer to new transportation markets. However, contracts concluded for 5-6 years (which are most typical leasing contracts nowadays) do not suit such companies. They are more interested in contracts concluded for shorter terms which allow to make clear forecasts and feel confident about the required transportation volumes.
Thus, lease, as compared to credit, seems to be a safer way of project financing, as in this case the asset is on the balance of the lease dealer, which guarantees him payment, while the lease customer, in his turn, gets more profitable contractual terms. Operative leasing widely spread nowadays will develop. One of its basic differences from and advantages as compared to rent is a fixed rate for the contract period. Financial leasing allows the company-lease customer to renew its park with less expenditure when there is no opportunity to purchase significant car amount with the company's own funds. In any case, demand for rolling stock in the nearest future will increase and the decision which mode to choose (rent, lease or purchase) is to be made by carriers themselves considering the state of economy in both the transport sector and the country in general.
Elena Ushkova
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Russia inherited 800 thousand cars from the USSR, but today 80% of this park is approaching the end of its exploitation period. In total, Russian and Ukrainian factories can produce about 45-50 thousand cars per year. How will the park be renewed? Factories do not manufacture the necessary volumes yet, and RZD do not purchase the required number of cars. OAO RZD evaluates the need in new rolling stock at 101 thousand units by 2010 which requires the funding of RUR 125 billion. In 2006-2008, however, 18,668 new freight rail cars are to be purchased (5,347 in 2006, 5,907 in 2007 and 7,416 in 2008) on terms of leasing and at the company's expense.
Gondola cars (the most typical car type of RZD rolling stock, hoppers and platforms need renewal. At the same time railway machinery growth stopped last year and production volume dropped by 1.3%.
Uralvagonzavod JSC producing more than a half of Russian freight cars decreased its production by 6.4%, and Ruzhimmash - the third producer in Russia - by almost 24%. Volgogradneftemash, OAO RZD Kanashsky car engineering plant and Salavatneftemash also dropped their production volumes. According to Mikhail Ivanov, managing director of Eurosib Spb - Transport Systems JSC, factories reduced their production because the market focused on tank cars manufacturing. Now the market is oversaturated with tank-cars. Factories started to look for new forms to produce other rolling stock types. Azovmash took this path, for example. Many factories start to produce fitting-platforms, grain-carriers (Dneprovagonmash), thus, the tendency to re-orientation is obvious.
Not to be dependent on the Ministry of Railways, in 2002 companies-operators actively started to purchase their own rolling stock placing their orders at car engineering plants. At present nearly a quarter of all rolling stock belongs to the private sector. There is an intention to reach 50 to 50 proportion in shares of state and private park. The question is why car production volumes do not grow, even though the railway transportation market signals it is necessary.
Gondola being a universal car with a strategic importance for Russia, it covers the expenses of a private owner in reasonable terms, if he transports cargoes of the second or third categories, such as metals, metal scrap etc. If he transports only coal (first category cargo), the owner won't work profitably enough and will only recoup half of his expenses. Dmitry Yeremeev, General Director of Brunswick Rail Management JSC - managing organization of Brunswick Rail Leasing JSC, says: "The state doesn't encourage the private owner to transport coal. Until this stimulus appears, cars won't be produced in required quantities and coal companies will be unable to provide their own transport security".
Companies-operators often can't cope with the growing number of orders placed by cargo owners. Moreover, the Tariff Regulation 10-01 envisages a long term of repayment of funds invested into new rolling stock. Today everybody realizes pretty well there is a thin border between transport security and investment in new rolling stock and watches the situation carefully. Administratively it is possible to extend the use of a car endlessly, but there are norms based on substantial experience. Prolongation of a car life term needs heavy investment. This investment will be less profitable than that into new rolling stock.
It is not profitable for a cargo owner to purchase a car to provide transport security since it is not a core asset for them. It is much easier to sell their production on ex-works terms. It is explained by the fact that investment into core assets allows cargo-owners to obtain 30% profit, but the same investment made into car purchase brings half or even third as much profit. Thus, investment in core assets is much more profitable for the cargo owner.
Each enterprise handles the problem of transport security in its own way. Small companies believe it is better to operate a park rent on a long term and implement raw material and production transportation themselves. Possessing a car park rent at a fixed rate they realize how they are going to control it within medium-term perspective. The situation differs for large companies, in particular metallurgic ones. Their park is of more diversified nature: they have more gondolas, specialized platforms etc. In general, they will apply to companies-operators and attract operative leasing, which allows them to plan their business as the rate is fixed for the whole term of lease.
Car purchase is necessary and profitable for those companies who make it their core business. Their own car parks ensure reliable and timely cargo delivery at any time and any destination. Moreover, own car park gives flexibility when dealing with problems arising within major activities of the company: it is always possible to re-direct transport business to other clients, as well as to boost the volumes of car rent. Companies who are involved into car purchase usually buy new units since the state and age of the rolling stock has a direct impact on the quality of services: new cars bring minimum risks in idling, as no breakage is expected.
New cars purchase will be implemented as usual at the company's expense, namely from funds and though credit attraction. New big players will enhance their own parks, and operative leasing can become a useful path to transfer to new transportation markets. However, contracts concluded for 5-6 years (which are most typical leasing contracts nowadays) do not suit such companies. They are more interested in contracts concluded for shorter terms which allow to make clear forecasts and feel confident about the required transportation volumes.
Thus, lease, as compared to credit, seems to be a safer way of project financing, as in this case the asset is on the balance of the lease dealer, which guarantees him payment, while the lease customer, in his turn, gets more profitable contractual terms. Operative leasing widely spread nowadays will develop. One of its basic differences from and advantages as compared to rent is a fixed rate for the contract period. Financial leasing allows the company-lease customer to renew its park with less expenditure when there is no opportunity to purchase significant car amount with the company's own funds. In any case, demand for rolling stock in the nearest future will increase and the decision which mode to choose (rent, lease or purchase) is to be made by carriers themselves considering the state of economy in both the transport sector and the country in general.
Elena Ushkova
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[DETAIL_TEXT] => There are a lot of foreign companies operating in the Russian transport market. One of them is TT Club, the leading provider of insurance and related risk management services to the international transport and logistics industry.Mr. Ian Lush, Marketing Director of TT Club, tells about the company's experience of working in the Russian transport market, its present and future.
- Why did your company decide to enter the Russian market?
- It is necessary to be clear from the start that the extent to which TT Club is interested in any particular market is defined by its special status.
TT Club is not a commercial insurance company. It does not make a profit from insurance and does not have shareholders with financial interests that have to be satisfied. Strategic decisions are made by a Board of Directors, which consists of Club members. The Club is an independent "forum" within the transport sector and, as well as belonging to the main international organisations (FIATA, IAPH, ICS ICHCA, Nautical Institute etc), supports initiatives to develop transport and make it safer.
Therefore the Club does not "play the market" in the literal sense of the word. The Club puts the interests of its Members in a particular region first. It also places primary importance on the demand expressed by local operators for an internationally recognised insurance and the readiness of the local transport market to accept world conditions of trade, to adhere to transport conventions and regimes and to appreciate the nature of insurance.
TT Club was founded at the dawn of containerisation and intermodalism as a small club serving the niche interests of large shipowners and forwarders. The Club now insures 75% of all containers in the world and 40% of all container movements through marine ports.
As far as Russia is concerned, it is noteworthy that our philosophy of the "container revolution" is beginning to attract the minds of businessmen and the state. We are witnessing the development of significant intermodal and port projects with the potential to become catalysts for external trade and the expected boom in transport. Leaving aside the growth in external trade, the number of containerised cargoes (about ten times less than in the West and parts of Asia) presents a tremendous potential for our sphere of interest.
But this currently lies in the future. We are pleased to see the focus which the Russian authorities are placing on the crucial problems of the transport market and infrastructure, which is something we were talking about as early as 20 years ago. This is not always decisive. Sometimes Russia appears to apply half measures to what is essential to any developed country, i.e. a transport strategy.
A particularly important step was the recent introduction of the Russian law on "Transport and Forwarding Activity", which the Club has translated into English at the request of its Members.
The initiative to create free economic zones in ports and a Merchant Marine Register must be welcomed, and will attract Western investors and creditors.
The same applies to the Russian insurance market. We have been watching its development almost from the start. Of course, the market has a fundamental impact on the transport insurance sector. We are pleased to see that, in spite of the growing competition from local insurers, which we welcome, TT Club remains the number one insurer in its niche and receives an increasing number of enquiries from both, the major players in the transport market and smaller operators.
Russia is a large territory with a large population and tremendous natural resources, which is set to become a dominant economy, particularly as a supplier of raw materials, in the next two decades. Russia's massive import-export potential will create a rapid growth in intermodal transport and containerisation. An insurance culture is developing as a result. Like most international companies, we therefore want a foothold in Russia now.
The interests of TT Club in the region reflect its unique status as a mutual insurance company for the transport industry. With Members in more than one hundred countries, the Club establishes a presence wherever there is a demand from the existing transport industry for its experience, service, correspondent network and reliable and coordinated cover.
The transport market and infrastructure of the countries of the former Soviet Union have always been well developed, although requiring massive investment and privatisation.
- What is the history of TT Club in Russia?
- TT Club's activities in Russia have developed in several directions. At the end of the 1960s, the shipping companies of the USSR's Morflot became Members of our "parent" Club - UK P&I, the largest shipowners' mutual insurance club in the world. TT Club provided insurance and servicing for the shipowners' container stock and external trade companies.
At the end of the 1980s and the beginning of the 1990s, we established links with the USSR's Ministry of Transport in the shape of the principal directorate of international carriage, "Sovtransavto" and national carriers' associations, such as the Russian ASMAP.
Our insurance developed as a result of pressure from Western clients - forwarders and shipowners - who expected Russian private operators to approach the insurance issue in the way to which they were accustomed.
But above all, the entry of TT Club into the Russian market was the result of a need to serve its existing membership - shipowners, leasing companies and international forwarders. Therefore an important factor in this "entry" was the development of the service infrastructure, which is a distinctive feature of all international mutual insurance clubs. The largest ports of the former Soviet Union, and Moscow, Kiev and Vilnius, were added to the existing correspondent network covering more than 120 countries. In 1993 the "Panditrans" office was opened. Panditrans is the Network Partner that acts on behalf of TT Club on the territory of the CIS and Baltic States.
- What are the main specifics (positive and negative) of the Russian market that you have noticed?
- In the course of 17 years, hundreds of large companies became Members of TT Club - shipping companies, ports, forwarders and road carriers. TT Club works actively with national transport associations, state organisations and insurance companies and takes part in conferences, transport conventions and seminars on the development of transport and logistics, publishes bulletins and articles in specialist transport publications, and offers access to its consultative, claims and other services.
In addition to the advantages mentioned above, we should mention the professionalism of the market and its flexibility in the face of change. On the negative side, we might mention the "unpredictable" implementation of customs policy and an undercurrent of corruption - the extent of which is difficult to judge and easy to overestimate.
The new federal law on "Transport and Forwarding Activity" and the new railway regulations are a step forward, but, unfortunately, they do not fully reflect the "harmonisation" of cargo and transport or take account of the forwarders' interests and, in our opinion, leave some gaps in the final analysis. An important issue for us is the judicial practice which is often simply unpredictable.
Other challenges that TT Club faces in Russia include the variable nature of the local insurance network, with completely different approaches to the insurance of identical risks, very large losses connected with the "customs aspects" mentioned above and the need to be constantly alert to the compliance of our activity with the Russian legislation - insurance, currency, tax, customs etc.
- What is your opinion on the monopoly which the Russian rail market is so often criticized for?
- Private enterprise has advantages over monopoly, at least from some points of view. The Club has already written in the press on the prospects for privatisation in the railway sphere, sharing our experience in other countries in, for example, Europe, Latin America and South-East Asia.
We do not have great experience of this kind in Russia, but we do regard carriage by rail on its territory as intrinsically safer than carriage by road. In the early days of our activities in Russia we did hear complaints from our insureds, but these have now ceased.
- What is your forecast of the Russian transport market development?
- We believe that the Russian transport market will adopt the Western pattern of a few large forwarders, and a slightly larger number of "niche" operators, as it expands to meet increased demand. No doubt the tradition of hauliers owning one, or very few, trucks and subcontracting to large forwarders will also continue. Infrastructure improvements, and a regulatory coordination of State and customs activity, will also affect the market.
Containerisation and the development of logistics and port activities will have a real impact. The concept of transport corridors should be underpinned by serious investment in the infrastructure.
And, of course, the companies which succeed and develop will be those which best manage their risk, and, consequently, that of their customers.
- What are your company's plans in the Russian market?
- We plan to remain in the Russian market and continue to attract Transport Operator insureds who are interested in our worldwide network and experience, extensive cover and service ethics. In particular, we plan to develop our core ports and terminals business.
Last year TT Club demonstrated excellent financial results. Our terminal insureds in the United Sates were hit by the hurricane Katrina, but our exposure was effectively shared with our reinsurers. This catastrophe gave us the chance to demonstrate our expertise, which we believe to be unique, at coordinating the different aspects of a very complex claim over a large area. We are rated A- by the international rating agency AM Best. 95% of our Members stay loyal on renewal and this makes it certain that TT Club will continue to be the "first stop" for many operators. TT Club has long been a partner of FIATA, and we took an active part in that organisation's congress in Moscow in 2005. Together with FIATA, TT Club sponsors the Young Freight Forwarder of the Year award, one of the winners of which was Anna Altyshul of Sovmortrans.
We are preparing to launch new products in the areas of logistics and rail carriage and actively develop cooperation with local and regional insurers, insurance brokers and specialists.
- What do you think can change after Russia joins the WTO?
- The entry of Russia into the WTO will guarantee growth in external trade and attract investment and know how to the transport sphere, as well as, possibly, provoke liberalisation of the insurance market. This will mean increased competition for us from strong international players. However, we doubt whether anyone will seriously be able to take over our niche.
Interveiwed by LYUDMILA PARSHINA
[~DETAIL_TEXT] => There are a lot of foreign companies operating in the Russian transport market. One of them is TT Club, the leading provider of insurance and related risk management services to the international transport and logistics industry.Mr. Ian Lush, Marketing Director of TT Club, tells about the company's experience of working in the Russian transport market, its present and future.
- Why did your company decide to enter the Russian market?
- It is necessary to be clear from the start that the extent to which TT Club is interested in any particular market is defined by its special status.
TT Club is not a commercial insurance company. It does not make a profit from insurance and does not have shareholders with financial interests that have to be satisfied. Strategic decisions are made by a Board of Directors, which consists of Club members. The Club is an independent "forum" within the transport sector and, as well as belonging to the main international organisations (FIATA, IAPH, ICS ICHCA, Nautical Institute etc), supports initiatives to develop transport and make it safer.
Therefore the Club does not "play the market" in the literal sense of the word. The Club puts the interests of its Members in a particular region first. It also places primary importance on the demand expressed by local operators for an internationally recognised insurance and the readiness of the local transport market to accept world conditions of trade, to adhere to transport conventions and regimes and to appreciate the nature of insurance.
TT Club was founded at the dawn of containerisation and intermodalism as a small club serving the niche interests of large shipowners and forwarders. The Club now insures 75% of all containers in the world and 40% of all container movements through marine ports.
As far as Russia is concerned, it is noteworthy that our philosophy of the "container revolution" is beginning to attract the minds of businessmen and the state. We are witnessing the development of significant intermodal and port projects with the potential to become catalysts for external trade and the expected boom in transport. Leaving aside the growth in external trade, the number of containerised cargoes (about ten times less than in the West and parts of Asia) presents a tremendous potential for our sphere of interest.
But this currently lies in the future. We are pleased to see the focus which the Russian authorities are placing on the crucial problems of the transport market and infrastructure, which is something we were talking about as early as 20 years ago. This is not always decisive. Sometimes Russia appears to apply half measures to what is essential to any developed country, i.e. a transport strategy.
A particularly important step was the recent introduction of the Russian law on "Transport and Forwarding Activity", which the Club has translated into English at the request of its Members.
The initiative to create free economic zones in ports and a Merchant Marine Register must be welcomed, and will attract Western investors and creditors.
The same applies to the Russian insurance market. We have been watching its development almost from the start. Of course, the market has a fundamental impact on the transport insurance sector. We are pleased to see that, in spite of the growing competition from local insurers, which we welcome, TT Club remains the number one insurer in its niche and receives an increasing number of enquiries from both, the major players in the transport market and smaller operators.
Russia is a large territory with a large population and tremendous natural resources, which is set to become a dominant economy, particularly as a supplier of raw materials, in the next two decades. Russia's massive import-export potential will create a rapid growth in intermodal transport and containerisation. An insurance culture is developing as a result. Like most international companies, we therefore want a foothold in Russia now.
The interests of TT Club in the region reflect its unique status as a mutual insurance company for the transport industry. With Members in more than one hundred countries, the Club establishes a presence wherever there is a demand from the existing transport industry for its experience, service, correspondent network and reliable and coordinated cover.
The transport market and infrastructure of the countries of the former Soviet Union have always been well developed, although requiring massive investment and privatisation.
- What is the history of TT Club in Russia?
- TT Club's activities in Russia have developed in several directions. At the end of the 1960s, the shipping companies of the USSR's Morflot became Members of our "parent" Club - UK P&I, the largest shipowners' mutual insurance club in the world. TT Club provided insurance and servicing for the shipowners' container stock and external trade companies.
At the end of the 1980s and the beginning of the 1990s, we established links with the USSR's Ministry of Transport in the shape of the principal directorate of international carriage, "Sovtransavto" and national carriers' associations, such as the Russian ASMAP.
Our insurance developed as a result of pressure from Western clients - forwarders and shipowners - who expected Russian private operators to approach the insurance issue in the way to which they were accustomed.
But above all, the entry of TT Club into the Russian market was the result of a need to serve its existing membership - shipowners, leasing companies and international forwarders. Therefore an important factor in this "entry" was the development of the service infrastructure, which is a distinctive feature of all international mutual insurance clubs. The largest ports of the former Soviet Union, and Moscow, Kiev and Vilnius, were added to the existing correspondent network covering more than 120 countries. In 1993 the "Panditrans" office was opened. Panditrans is the Network Partner that acts on behalf of TT Club on the territory of the CIS and Baltic States.
- What are the main specifics (positive and negative) of the Russian market that you have noticed?
- In the course of 17 years, hundreds of large companies became Members of TT Club - shipping companies, ports, forwarders and road carriers. TT Club works actively with national transport associations, state organisations and insurance companies and takes part in conferences, transport conventions and seminars on the development of transport and logistics, publishes bulletins and articles in specialist transport publications, and offers access to its consultative, claims and other services.
In addition to the advantages mentioned above, we should mention the professionalism of the market and its flexibility in the face of change. On the negative side, we might mention the "unpredictable" implementation of customs policy and an undercurrent of corruption - the extent of which is difficult to judge and easy to overestimate.
The new federal law on "Transport and Forwarding Activity" and the new railway regulations are a step forward, but, unfortunately, they do not fully reflect the "harmonisation" of cargo and transport or take account of the forwarders' interests and, in our opinion, leave some gaps in the final analysis. An important issue for us is the judicial practice which is often simply unpredictable.
Other challenges that TT Club faces in Russia include the variable nature of the local insurance network, with completely different approaches to the insurance of identical risks, very large losses connected with the "customs aspects" mentioned above and the need to be constantly alert to the compliance of our activity with the Russian legislation - insurance, currency, tax, customs etc.
- What is your opinion on the monopoly which the Russian rail market is so often criticized for?
- Private enterprise has advantages over monopoly, at least from some points of view. The Club has already written in the press on the prospects for privatisation in the railway sphere, sharing our experience in other countries in, for example, Europe, Latin America and South-East Asia.
We do not have great experience of this kind in Russia, but we do regard carriage by rail on its territory as intrinsically safer than carriage by road. In the early days of our activities in Russia we did hear complaints from our insureds, but these have now ceased.
- What is your forecast of the Russian transport market development?
- We believe that the Russian transport market will adopt the Western pattern of a few large forwarders, and a slightly larger number of "niche" operators, as it expands to meet increased demand. No doubt the tradition of hauliers owning one, or very few, trucks and subcontracting to large forwarders will also continue. Infrastructure improvements, and a regulatory coordination of State and customs activity, will also affect the market.
Containerisation and the development of logistics and port activities will have a real impact. The concept of transport corridors should be underpinned by serious investment in the infrastructure.
And, of course, the companies which succeed and develop will be those which best manage their risk, and, consequently, that of their customers.
- What are your company's plans in the Russian market?
- We plan to remain in the Russian market and continue to attract Transport Operator insureds who are interested in our worldwide network and experience, extensive cover and service ethics. In particular, we plan to develop our core ports and terminals business.
Last year TT Club demonstrated excellent financial results. Our terminal insureds in the United Sates were hit by the hurricane Katrina, but our exposure was effectively shared with our reinsurers. This catastrophe gave us the chance to demonstrate our expertise, which we believe to be unique, at coordinating the different aspects of a very complex claim over a large area. We are rated A- by the international rating agency AM Best. 95% of our Members stay loyal on renewal and this makes it certain that TT Club will continue to be the "first stop" for many operators. TT Club has long been a partner of FIATA, and we took an active part in that organisation's congress in Moscow in 2005. Together with FIATA, TT Club sponsors the Young Freight Forwarder of the Year award, one of the winners of which was Anna Altyshul of Sovmortrans.
We are preparing to launch new products in the areas of logistics and rail carriage and actively develop cooperation with local and regional insurers, insurance brokers and specialists.
- What do you think can change after Russia joins the WTO?
- The entry of Russia into the WTO will guarantee growth in external trade and attract investment and know how to the transport sphere, as well as, possibly, provoke liberalisation of the insurance market. This will mean increased competition for us from strong international players. However, we doubt whether anyone will seriously be able to take over our niche.
Interveiwed by LYUDMILA PARSHINA
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[DETAIL_TEXT] => There are a lot of foreign companies operating in the Russian transport market. One of them is TT Club, the leading provider of insurance and related risk management services to the international transport and logistics industry.Mr. Ian Lush, Marketing Director of TT Club, tells about the company's experience of working in the Russian transport market, its present and future.
- Why did your company decide to enter the Russian market?
- It is necessary to be clear from the start that the extent to which TT Club is interested in any particular market is defined by its special status.
TT Club is not a commercial insurance company. It does not make a profit from insurance and does not have shareholders with financial interests that have to be satisfied. Strategic decisions are made by a Board of Directors, which consists of Club members. The Club is an independent "forum" within the transport sector and, as well as belonging to the main international organisations (FIATA, IAPH, ICS ICHCA, Nautical Institute etc), supports initiatives to develop transport and make it safer.
Therefore the Club does not "play the market" in the literal sense of the word. The Club puts the interests of its Members in a particular region first. It also places primary importance on the demand expressed by local operators for an internationally recognised insurance and the readiness of the local transport market to accept world conditions of trade, to adhere to transport conventions and regimes and to appreciate the nature of insurance.
TT Club was founded at the dawn of containerisation and intermodalism as a small club serving the niche interests of large shipowners and forwarders. The Club now insures 75% of all containers in the world and 40% of all container movements through marine ports.
As far as Russia is concerned, it is noteworthy that our philosophy of the "container revolution" is beginning to attract the minds of businessmen and the state. We are witnessing the development of significant intermodal and port projects with the potential to become catalysts for external trade and the expected boom in transport. Leaving aside the growth in external trade, the number of containerised cargoes (about ten times less than in the West and parts of Asia) presents a tremendous potential for our sphere of interest.
But this currently lies in the future. We are pleased to see the focus which the Russian authorities are placing on the crucial problems of the transport market and infrastructure, which is something we were talking about as early as 20 years ago. This is not always decisive. Sometimes Russia appears to apply half measures to what is essential to any developed country, i.e. a transport strategy.
A particularly important step was the recent introduction of the Russian law on "Transport and Forwarding Activity", which the Club has translated into English at the request of its Members.
The initiative to create free economic zones in ports and a Merchant Marine Register must be welcomed, and will attract Western investors and creditors.
The same applies to the Russian insurance market. We have been watching its development almost from the start. Of course, the market has a fundamental impact on the transport insurance sector. We are pleased to see that, in spite of the growing competition from local insurers, which we welcome, TT Club remains the number one insurer in its niche and receives an increasing number of enquiries from both, the major players in the transport market and smaller operators.
Russia is a large territory with a large population and tremendous natural resources, which is set to become a dominant economy, particularly as a supplier of raw materials, in the next two decades. Russia's massive import-export potential will create a rapid growth in intermodal transport and containerisation. An insurance culture is developing as a result. Like most international companies, we therefore want a foothold in Russia now.
The interests of TT Club in the region reflect its unique status as a mutual insurance company for the transport industry. With Members in more than one hundred countries, the Club establishes a presence wherever there is a demand from the existing transport industry for its experience, service, correspondent network and reliable and coordinated cover.
The transport market and infrastructure of the countries of the former Soviet Union have always been well developed, although requiring massive investment and privatisation.
- What is the history of TT Club in Russia?
- TT Club's activities in Russia have developed in several directions. At the end of the 1960s, the shipping companies of the USSR's Morflot became Members of our "parent" Club - UK P&I, the largest shipowners' mutual insurance club in the world. TT Club provided insurance and servicing for the shipowners' container stock and external trade companies.
At the end of the 1980s and the beginning of the 1990s, we established links with the USSR's Ministry of Transport in the shape of the principal directorate of international carriage, "Sovtransavto" and national carriers' associations, such as the Russian ASMAP.
Our insurance developed as a result of pressure from Western clients - forwarders and shipowners - who expected Russian private operators to approach the insurance issue in the way to which they were accustomed.
But above all, the entry of TT Club into the Russian market was the result of a need to serve its existing membership - shipowners, leasing companies and international forwarders. Therefore an important factor in this "entry" was the development of the service infrastructure, which is a distinctive feature of all international mutual insurance clubs. The largest ports of the former Soviet Union, and Moscow, Kiev and Vilnius, were added to the existing correspondent network covering more than 120 countries. In 1993 the "Panditrans" office was opened. Panditrans is the Network Partner that acts on behalf of TT Club on the territory of the CIS and Baltic States.
- What are the main specifics (positive and negative) of the Russian market that you have noticed?
- In the course of 17 years, hundreds of large companies became Members of TT Club - shipping companies, ports, forwarders and road carriers. TT Club works actively with national transport associations, state organisations and insurance companies and takes part in conferences, transport conventions and seminars on the development of transport and logistics, publishes bulletins and articles in specialist transport publications, and offers access to its consultative, claims and other services.
In addition to the advantages mentioned above, we should mention the professionalism of the market and its flexibility in the face of change. On the negative side, we might mention the "unpredictable" implementation of customs policy and an undercurrent of corruption - the extent of which is difficult to judge and easy to overestimate.
The new federal law on "Transport and Forwarding Activity" and the new railway regulations are a step forward, but, unfortunately, they do not fully reflect the "harmonisation" of cargo and transport or take account of the forwarders' interests and, in our opinion, leave some gaps in the final analysis. An important issue for us is the judicial practice which is often simply unpredictable.
Other challenges that TT Club faces in Russia include the variable nature of the local insurance network, with completely different approaches to the insurance of identical risks, very large losses connected with the "customs aspects" mentioned above and the need to be constantly alert to the compliance of our activity with the Russian legislation - insurance, currency, tax, customs etc.
- What is your opinion on the monopoly which the Russian rail market is so often criticized for?
- Private enterprise has advantages over monopoly, at least from some points of view. The Club has already written in the press on the prospects for privatisation in the railway sphere, sharing our experience in other countries in, for example, Europe, Latin America and South-East Asia.
We do not have great experience of this kind in Russia, but we do regard carriage by rail on its territory as intrinsically safer than carriage by road. In the early days of our activities in Russia we did hear complaints from our insureds, but these have now ceased.
- What is your forecast of the Russian transport market development?
- We believe that the Russian transport market will adopt the Western pattern of a few large forwarders, and a slightly larger number of "niche" operators, as it expands to meet increased demand. No doubt the tradition of hauliers owning one, or very few, trucks and subcontracting to large forwarders will also continue. Infrastructure improvements, and a regulatory coordination of State and customs activity, will also affect the market.
Containerisation and the development of logistics and port activities will have a real impact. The concept of transport corridors should be underpinned by serious investment in the infrastructure.
And, of course, the companies which succeed and develop will be those which best manage their risk, and, consequently, that of their customers.
- What are your company's plans in the Russian market?
- We plan to remain in the Russian market and continue to attract Transport Operator insureds who are interested in our worldwide network and experience, extensive cover and service ethics. In particular, we plan to develop our core ports and terminals business.
Last year TT Club demonstrated excellent financial results. Our terminal insureds in the United Sates were hit by the hurricane Katrina, but our exposure was effectively shared with our reinsurers. This catastrophe gave us the chance to demonstrate our expertise, which we believe to be unique, at coordinating the different aspects of a very complex claim over a large area. We are rated A- by the international rating agency AM Best. 95% of our Members stay loyal on renewal and this makes it certain that TT Club will continue to be the "first stop" for many operators. TT Club has long been a partner of FIATA, and we took an active part in that organisation's congress in Moscow in 2005. Together with FIATA, TT Club sponsors the Young Freight Forwarder of the Year award, one of the winners of which was Anna Altyshul of Sovmortrans.
We are preparing to launch new products in the areas of logistics and rail carriage and actively develop cooperation with local and regional insurers, insurance brokers and specialists.
- What do you think can change after Russia joins the WTO?
- The entry of Russia into the WTO will guarantee growth in external trade and attract investment and know how to the transport sphere, as well as, possibly, provoke liberalisation of the insurance market. This will mean increased competition for us from strong international players. However, we doubt whether anyone will seriously be able to take over our niche.
Interveiwed by LYUDMILA PARSHINA
[~DETAIL_TEXT] => There are a lot of foreign companies operating in the Russian transport market. One of them is TT Club, the leading provider of insurance and related risk management services to the international transport and logistics industry.Mr. Ian Lush, Marketing Director of TT Club, tells about the company's experience of working in the Russian transport market, its present and future.
- Why did your company decide to enter the Russian market?
- It is necessary to be clear from the start that the extent to which TT Club is interested in any particular market is defined by its special status.
TT Club is not a commercial insurance company. It does not make a profit from insurance and does not have shareholders with financial interests that have to be satisfied. Strategic decisions are made by a Board of Directors, which consists of Club members. The Club is an independent "forum" within the transport sector and, as well as belonging to the main international organisations (FIATA, IAPH, ICS ICHCA, Nautical Institute etc), supports initiatives to develop transport and make it safer.
Therefore the Club does not "play the market" in the literal sense of the word. The Club puts the interests of its Members in a particular region first. It also places primary importance on the demand expressed by local operators for an internationally recognised insurance and the readiness of the local transport market to accept world conditions of trade, to adhere to transport conventions and regimes and to appreciate the nature of insurance.
TT Club was founded at the dawn of containerisation and intermodalism as a small club serving the niche interests of large shipowners and forwarders. The Club now insures 75% of all containers in the world and 40% of all container movements through marine ports.
As far as Russia is concerned, it is noteworthy that our philosophy of the "container revolution" is beginning to attract the minds of businessmen and the state. We are witnessing the development of significant intermodal and port projects with the potential to become catalysts for external trade and the expected boom in transport. Leaving aside the growth in external trade, the number of containerised cargoes (about ten times less than in the West and parts of Asia) presents a tremendous potential for our sphere of interest.
But this currently lies in the future. We are pleased to see the focus which the Russian authorities are placing on the crucial problems of the transport market and infrastructure, which is something we were talking about as early as 20 years ago. This is not always decisive. Sometimes Russia appears to apply half measures to what is essential to any developed country, i.e. a transport strategy.
A particularly important step was the recent introduction of the Russian law on "Transport and Forwarding Activity", which the Club has translated into English at the request of its Members.
The initiative to create free economic zones in ports and a Merchant Marine Register must be welcomed, and will attract Western investors and creditors.
The same applies to the Russian insurance market. We have been watching its development almost from the start. Of course, the market has a fundamental impact on the transport insurance sector. We are pleased to see that, in spite of the growing competition from local insurers, which we welcome, TT Club remains the number one insurer in its niche and receives an increasing number of enquiries from both, the major players in the transport market and smaller operators.
Russia is a large territory with a large population and tremendous natural resources, which is set to become a dominant economy, particularly as a supplier of raw materials, in the next two decades. Russia's massive import-export potential will create a rapid growth in intermodal transport and containerisation. An insurance culture is developing as a result. Like most international companies, we therefore want a foothold in Russia now.
The interests of TT Club in the region reflect its unique status as a mutual insurance company for the transport industry. With Members in more than one hundred countries, the Club establishes a presence wherever there is a demand from the existing transport industry for its experience, service, correspondent network and reliable and coordinated cover.
The transport market and infrastructure of the countries of the former Soviet Union have always been well developed, although requiring massive investment and privatisation.
- What is the history of TT Club in Russia?
- TT Club's activities in Russia have developed in several directions. At the end of the 1960s, the shipping companies of the USSR's Morflot became Members of our "parent" Club - UK P&I, the largest shipowners' mutual insurance club in the world. TT Club provided insurance and servicing for the shipowners' container stock and external trade companies.
At the end of the 1980s and the beginning of the 1990s, we established links with the USSR's Ministry of Transport in the shape of the principal directorate of international carriage, "Sovtransavto" and national carriers' associations, such as the Russian ASMAP.
Our insurance developed as a result of pressure from Western clients - forwarders and shipowners - who expected Russian private operators to approach the insurance issue in the way to which they were accustomed.
But above all, the entry of TT Club into the Russian market was the result of a need to serve its existing membership - shipowners, leasing companies and international forwarders. Therefore an important factor in this "entry" was the development of the service infrastructure, which is a distinctive feature of all international mutual insurance clubs. The largest ports of the former Soviet Union, and Moscow, Kiev and Vilnius, were added to the existing correspondent network covering more than 120 countries. In 1993 the "Panditrans" office was opened. Panditrans is the Network Partner that acts on behalf of TT Club on the territory of the CIS and Baltic States.
- What are the main specifics (positive and negative) of the Russian market that you have noticed?
- In the course of 17 years, hundreds of large companies became Members of TT Club - shipping companies, ports, forwarders and road carriers. TT Club works actively with national transport associations, state organisations and insurance companies and takes part in conferences, transport conventions and seminars on the development of transport and logistics, publishes bulletins and articles in specialist transport publications, and offers access to its consultative, claims and other services.
In addition to the advantages mentioned above, we should mention the professionalism of the market and its flexibility in the face of change. On the negative side, we might mention the "unpredictable" implementation of customs policy and an undercurrent of corruption - the extent of which is difficult to judge and easy to overestimate.
The new federal law on "Transport and Forwarding Activity" and the new railway regulations are a step forward, but, unfortunately, they do not fully reflect the "harmonisation" of cargo and transport or take account of the forwarders' interests and, in our opinion, leave some gaps in the final analysis. An important issue for us is the judicial practice which is often simply unpredictable.
Other challenges that TT Club faces in Russia include the variable nature of the local insurance network, with completely different approaches to the insurance of identical risks, very large losses connected with the "customs aspects" mentioned above and the need to be constantly alert to the compliance of our activity with the Russian legislation - insurance, currency, tax, customs etc.
- What is your opinion on the monopoly which the Russian rail market is so often criticized for?
- Private enterprise has advantages over monopoly, at least from some points of view. The Club has already written in the press on the prospects for privatisation in the railway sphere, sharing our experience in other countries in, for example, Europe, Latin America and South-East Asia.
We do not have great experience of this kind in Russia, but we do regard carriage by rail on its territory as intrinsically safer than carriage by road. In the early days of our activities in Russia we did hear complaints from our insureds, but these have now ceased.
- What is your forecast of the Russian transport market development?
- We believe that the Russian transport market will adopt the Western pattern of a few large forwarders, and a slightly larger number of "niche" operators, as it expands to meet increased demand. No doubt the tradition of hauliers owning one, or very few, trucks and subcontracting to large forwarders will also continue. Infrastructure improvements, and a regulatory coordination of State and customs activity, will also affect the market.
Containerisation and the development of logistics and port activities will have a real impact. The concept of transport corridors should be underpinned by serious investment in the infrastructure.
And, of course, the companies which succeed and develop will be those which best manage their risk, and, consequently, that of their customers.
- What are your company's plans in the Russian market?
- We plan to remain in the Russian market and continue to attract Transport Operator insureds who are interested in our worldwide network and experience, extensive cover and service ethics. In particular, we plan to develop our core ports and terminals business.
Last year TT Club demonstrated excellent financial results. Our terminal insureds in the United Sates were hit by the hurricane Katrina, but our exposure was effectively shared with our reinsurers. This catastrophe gave us the chance to demonstrate our expertise, which we believe to be unique, at coordinating the different aspects of a very complex claim over a large area. We are rated A- by the international rating agency AM Best. 95% of our Members stay loyal on renewal and this makes it certain that TT Club will continue to be the "first stop" for many operators. TT Club has long been a partner of FIATA, and we took an active part in that organisation's congress in Moscow in 2005. Together with FIATA, TT Club sponsors the Young Freight Forwarder of the Year award, one of the winners of which was Anna Altyshul of Sovmortrans.
We are preparing to launch new products in the areas of logistics and rail carriage and actively develop cooperation with local and regional insurers, insurance brokers and specialists.
- What do you think can change after Russia joins the WTO?
- The entry of Russia into the WTO will guarantee growth in external trade and attract investment and know how to the transport sphere, as well as, possibly, provoke liberalisation of the insurance market. This will mean increased competition for us from strong international players. However, we doubt whether anyone will seriously be able to take over our niche.
Interveiwed by LYUDMILA PARSHINA
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OAO RZD Stands for Improvement of Transport Services Quality
The Trans-Siberian Railway, which enables to reduce the time of container delivery from South-Eastern Asia to Europe almost twice in comparison with the traditional sea route via the Suez Canal. The main advantage of the Transsib is the speed, which becomes more and more important factor in the Euro-Asian trade. Direct railway communication reduces the distance of freight transportation from, for example, Korea or China to Europe fivefold. A faster freight delivery means releasing tremendous financial resources, which are practically "frozen" for the period of transportation. The consignor can save about USD 300 from transportation of one container.
President of OAO RZD Vladimir Yakunin said that the company bases its strategy on the fact that the Russian constituent of the container route is a part of the single route connecting two parts of the Eurasian continent and that it should be taken and developed as a single intermodal transport corridor "East-West". "This long logistics chain is a joint business of many participants and there should be no unprofitable chain links. OAO RZD understands the necessity of transport services quality improvement and constantly works towards the solution of the problem", Vladimir Yakunin stresses.
Recently some definitive results were achieved and the quality of transportation along the Transsib was improved due to development of Russia's foreign trade relations, partnership with consignors and consignees, coordinated activities of transporters aimed at the increase of transport corridors competitiveness, implementation of logistics principles of IT cooperation, and attempts of balanced development of infrastructure for all transport modes. One thing is clear: it is impossible to reach a significant growth of business in such a highly competitive market as container transportations, if there is no appropriate strategy. That is why OAO RZD believes that the basis for the company's development is the necessity of significant technical, technological and organizational modernization of its assets to improve the quality of transportation and make it attractive for clients, as well as investors.
Tariff Is Not the Only Problem
From the consignor's point of view, a lot of factors influence the decision to transport freight along the Transsib. Even if we do not take into account the level of the current tariff rates, which increased by several times after January 1, 2006, nowadays there are a lot of problems preventing the transit freight flow growth. The transit rate was the most important at the first stage of transit transportation development; now other factors are brought to the forefront.
For example, nowadays Russia cannot provide consignors with either full consignment warehouses, where they could keep their freight during any period they want, or a full pack of services to load (unload) containers and form consignments (at a reasonable price), or absolute safety of cargo etc. Currently, Russia cannot compete with Finland in the sector. There is still no law on consignation; the warehouse infrastructure is poorly developed and there is a lack of warehouses of A class. Moreover, in Russia the cost of high-quality warehousing services is unreasonably higher than in other countries.
Another problem is the lack of rolling stock necessary to transport transit freight. Nowadays, the railways having an access to ports do not have enough wagons for wheeled vehicles transportation, fitting platforms for containers of large capacity, so only 60-70% of port men's applications for delivery of rolling-stock for loading with transit freight are fulfilled, besides, there are often delays for more than a day. Thus, transit freight delivery to the consignee is delayed, delivery time increases, which has a negative impact on the whole transportation process, in particular via the ports of the Primorsk region.
However, the main problem all the participants of the transportation process face is the activities of customs bodies connected with transit freight. Since June 2004, the amount of cases of transit freight examination by customs, when cargoes are carried via the Russian Federation to Finland and Poland, has significantly increased. The cases of freight confiscation because of insignificant mistakes in the transportation documents have become more frequent. Customs bodies increased their requirements to freight documents. The term of transit cargoes customs formalities has also grown, thus the cost of freight warehousing and delivery time increased, and a lot of court examinations took place.
V.Yakunin stresses, "The amendments to the RF Customs Code are crucially important: the contents of a transit wagon or a container should be examined by the customs bodies of the country of departure and the country of destination. I am sure that a transit wagon or a container should be transported via Russia without any delays for customs formalities".
Positive Results Are Expected
Currently, the safety of the cargo carried as transit along the Transsib is not absolute. At the same time, a positive tendency has appeared in the sector recently (in particular, freight transportation in the speeded up block trains). It became possible due to technological improvement in the work of the commercial examination customs check-points on this direction and their technical equipment with modern facilities to control wagons and containers during transportation, providing constant monitoring of their safety.
Nowadays, to reduce consignors' and consignees' expenses on dues for security and forwarding, OAO RZD cooperates with the departmental guarding to decrease the rates of the dues. As a result, for the last two years the company managed to reduce twofold the rate of the due on 40 TEU container and threefold the rate of the due on a 20 TEU container transported by a speeded up block train.
The quality of services provided to cargo owners is being improved at the Trans-Siberian Railway. To reduce delivery time to 11-12 days, the railway reached the target of simplifying the process of transportation documents registration. Now only one invoice is registered for one block train to provide transit transportation of container consignments of similar cargoes (if the destination point and the consignee are the same). For example, a year ago there was an invoice for each container. Also, now freight transportation in speeded up block trains along the Transsib is 100% safe.
In the near future, in the framework of container business development, the formation of which is being completed in OAO RZD, the company is going to improve the corporate system of container transportation management and make it similar to the system of passenger transportation management. The distribution of container terminal will be optimized; the time for transportation documents preparations will be significantly reduced.
The company is also ready to invest into new transportation technologies, including two-tire container transportation by trains with a larger weight and length, if such solutions are efficient and compensate for the expenses.
Besides, putting logistics technologies into operation is also very important to increase the efficiency of transport services. The basic principles of logistics for transportation planning and regulating are already implemented at the railway, which has improved the efficiency of freight flows management. In particular, the automatic systems "Freight Express", SIRIUS and ETRAN create conditions for IT cooperation along the whole logistics chain, starting from registration of documents for loading and finishing by unloading at the destination point.
The brightest example of using new IT capacities is the joint work of the Dalnevostochnaya (Far-Eastern) railway and the commercial sea port of Vladivostok. Due to the existing logistics scheme, the port and Vladivostok railway stations cooperate successfully. IT resources, concentrated in the information-calculating center of the railway, are popular with the allied transport modes and provide for efficient coopoeration with large sea ports, border crossings, and container terminals.
The system of logistics centers speeds up payments for transportation and for additional services and reduces expenses on the development of e-document circulation. At the same time, at the railway border crossings, the time of customs clearance and certification procedures reduces, and document circulation grows faster.
It is clear that the constant check-ups of the transit containers by the customs bodies, delays of containers dispatching from ports and cases of theft still negatively influence the consignors' opinion on transit containers transportation by the Trans-Siberian railway. Thus, they prefer transportation by sea, which is longer, but safer and cheaper than transportation by railway, and the delivery time can be forecasted. However, the quality of transit transportation service constantly improves. And let's hope that positive results will appear in the near future.
NADEZHDA VTORUSHINA
[~DETAIL_TEXT] =>
OAO RZD Stands for Improvement of Transport Services Quality
The Trans-Siberian Railway, which enables to reduce the time of container delivery from South-Eastern Asia to Europe almost twice in comparison with the traditional sea route via the Suez Canal. The main advantage of the Transsib is the speed, which becomes more and more important factor in the Euro-Asian trade. Direct railway communication reduces the distance of freight transportation from, for example, Korea or China to Europe fivefold. A faster freight delivery means releasing tremendous financial resources, which are practically "frozen" for the period of transportation. The consignor can save about USD 300 from transportation of one container.
President of OAO RZD Vladimir Yakunin said that the company bases its strategy on the fact that the Russian constituent of the container route is a part of the single route connecting two parts of the Eurasian continent and that it should be taken and developed as a single intermodal transport corridor "East-West". "This long logistics chain is a joint business of many participants and there should be no unprofitable chain links. OAO RZD understands the necessity of transport services quality improvement and constantly works towards the solution of the problem", Vladimir Yakunin stresses.
Recently some definitive results were achieved and the quality of transportation along the Transsib was improved due to development of Russia's foreign trade relations, partnership with consignors and consignees, coordinated activities of transporters aimed at the increase of transport corridors competitiveness, implementation of logistics principles of IT cooperation, and attempts of balanced development of infrastructure for all transport modes. One thing is clear: it is impossible to reach a significant growth of business in such a highly competitive market as container transportations, if there is no appropriate strategy. That is why OAO RZD believes that the basis for the company's development is the necessity of significant technical, technological and organizational modernization of its assets to improve the quality of transportation and make it attractive for clients, as well as investors.
Tariff Is Not the Only Problem
From the consignor's point of view, a lot of factors influence the decision to transport freight along the Transsib. Even if we do not take into account the level of the current tariff rates, which increased by several times after January 1, 2006, nowadays there are a lot of problems preventing the transit freight flow growth. The transit rate was the most important at the first stage of transit transportation development; now other factors are brought to the forefront.
For example, nowadays Russia cannot provide consignors with either full consignment warehouses, where they could keep their freight during any period they want, or a full pack of services to load (unload) containers and form consignments (at a reasonable price), or absolute safety of cargo etc. Currently, Russia cannot compete with Finland in the sector. There is still no law on consignation; the warehouse infrastructure is poorly developed and there is a lack of warehouses of A class. Moreover, in Russia the cost of high-quality warehousing services is unreasonably higher than in other countries.
Another problem is the lack of rolling stock necessary to transport transit freight. Nowadays, the railways having an access to ports do not have enough wagons for wheeled vehicles transportation, fitting platforms for containers of large capacity, so only 60-70% of port men's applications for delivery of rolling-stock for loading with transit freight are fulfilled, besides, there are often delays for more than a day. Thus, transit freight delivery to the consignee is delayed, delivery time increases, which has a negative impact on the whole transportation process, in particular via the ports of the Primorsk region.
However, the main problem all the participants of the transportation process face is the activities of customs bodies connected with transit freight. Since June 2004, the amount of cases of transit freight examination by customs, when cargoes are carried via the Russian Federation to Finland and Poland, has significantly increased. The cases of freight confiscation because of insignificant mistakes in the transportation documents have become more frequent. Customs bodies increased their requirements to freight documents. The term of transit cargoes customs formalities has also grown, thus the cost of freight warehousing and delivery time increased, and a lot of court examinations took place.
V.Yakunin stresses, "The amendments to the RF Customs Code are crucially important: the contents of a transit wagon or a container should be examined by the customs bodies of the country of departure and the country of destination. I am sure that a transit wagon or a container should be transported via Russia without any delays for customs formalities".
Positive Results Are Expected
Currently, the safety of the cargo carried as transit along the Transsib is not absolute. At the same time, a positive tendency has appeared in the sector recently (in particular, freight transportation in the speeded up block trains). It became possible due to technological improvement in the work of the commercial examination customs check-points on this direction and their technical equipment with modern facilities to control wagons and containers during transportation, providing constant monitoring of their safety.
Nowadays, to reduce consignors' and consignees' expenses on dues for security and forwarding, OAO RZD cooperates with the departmental guarding to decrease the rates of the dues. As a result, for the last two years the company managed to reduce twofold the rate of the due on 40 TEU container and threefold the rate of the due on a 20 TEU container transported by a speeded up block train.
The quality of services provided to cargo owners is being improved at the Trans-Siberian Railway. To reduce delivery time to 11-12 days, the railway reached the target of simplifying the process of transportation documents registration. Now only one invoice is registered for one block train to provide transit transportation of container consignments of similar cargoes (if the destination point and the consignee are the same). For example, a year ago there was an invoice for each container. Also, now freight transportation in speeded up block trains along the Transsib is 100% safe.
In the near future, in the framework of container business development, the formation of which is being completed in OAO RZD, the company is going to improve the corporate system of container transportation management and make it similar to the system of passenger transportation management. The distribution of container terminal will be optimized; the time for transportation documents preparations will be significantly reduced.
The company is also ready to invest into new transportation technologies, including two-tire container transportation by trains with a larger weight and length, if such solutions are efficient and compensate for the expenses.
Besides, putting logistics technologies into operation is also very important to increase the efficiency of transport services. The basic principles of logistics for transportation planning and regulating are already implemented at the railway, which has improved the efficiency of freight flows management. In particular, the automatic systems "Freight Express", SIRIUS and ETRAN create conditions for IT cooperation along the whole logistics chain, starting from registration of documents for loading and finishing by unloading at the destination point.
The brightest example of using new IT capacities is the joint work of the Dalnevostochnaya (Far-Eastern) railway and the commercial sea port of Vladivostok. Due to the existing logistics scheme, the port and Vladivostok railway stations cooperate successfully. IT resources, concentrated in the information-calculating center of the railway, are popular with the allied transport modes and provide for efficient coopoeration with large sea ports, border crossings, and container terminals.
The system of logistics centers speeds up payments for transportation and for additional services and reduces expenses on the development of e-document circulation. At the same time, at the railway border crossings, the time of customs clearance and certification procedures reduces, and document circulation grows faster.
It is clear that the constant check-ups of the transit containers by the customs bodies, delays of containers dispatching from ports and cases of theft still negatively influence the consignors' opinion on transit containers transportation by the Trans-Siberian railway. Thus, they prefer transportation by sea, which is longer, but safer and cheaper than transportation by railway, and the delivery time can be forecasted. However, the quality of transit transportation service constantly improves. And let's hope that positive results will appear in the near future.
NADEZHDA VTORUSHINA
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OAO RZD Stands for Improvement of Transport Services Quality
The Trans-Siberian Railway, which enables to reduce the time of container delivery from South-Eastern Asia to Europe almost twice in comparison with the traditional sea route via the Suez Canal. The main advantage of the Transsib is the speed, which becomes more and more important factor in the Euro-Asian trade. Direct railway communication reduces the distance of freight transportation from, for example, Korea or China to Europe fivefold. A faster freight delivery means releasing tremendous financial resources, which are practically "frozen" for the period of transportation. The consignor can save about USD 300 from transportation of one container.
President of OAO RZD Vladimir Yakunin said that the company bases its strategy on the fact that the Russian constituent of the container route is a part of the single route connecting two parts of the Eurasian continent and that it should be taken and developed as a single intermodal transport corridor "East-West". "This long logistics chain is a joint business of many participants and there should be no unprofitable chain links. OAO RZD understands the necessity of transport services quality improvement and constantly works towards the solution of the problem", Vladimir Yakunin stresses.
Recently some definitive results were achieved and the quality of transportation along the Transsib was improved due to development of Russia's foreign trade relations, partnership with consignors and consignees, coordinated activities of transporters aimed at the increase of transport corridors competitiveness, implementation of logistics principles of IT cooperation, and attempts of balanced development of infrastructure for all transport modes. One thing is clear: it is impossible to reach a significant growth of business in such a highly competitive market as container transportations, if there is no appropriate strategy. That is why OAO RZD believes that the basis for the company's development is the necessity of significant technical, technological and organizational modernization of its assets to improve the quality of transportation and make it attractive for clients, as well as investors.
Tariff Is Not the Only Problem
From the consignor's point of view, a lot of factors influence the decision to transport freight along the Transsib. Even if we do not take into account the level of the current tariff rates, which increased by several times after January 1, 2006, nowadays there are a lot of problems preventing the transit freight flow growth. The transit rate was the most important at the first stage of transit transportation development; now other factors are brought to the forefront.
For example, nowadays Russia cannot provide consignors with either full consignment warehouses, where they could keep their freight during any period they want, or a full pack of services to load (unload) containers and form consignments (at a reasonable price), or absolute safety of cargo etc. Currently, Russia cannot compete with Finland in the sector. There is still no law on consignation; the warehouse infrastructure is poorly developed and there is a lack of warehouses of A class. Moreover, in Russia the cost of high-quality warehousing services is unreasonably higher than in other countries.
Another problem is the lack of rolling stock necessary to transport transit freight. Nowadays, the railways having an access to ports do not have enough wagons for wheeled vehicles transportation, fitting platforms for containers of large capacity, so only 60-70% of port men's applications for delivery of rolling-stock for loading with transit freight are fulfilled, besides, there are often delays for more than a day. Thus, transit freight delivery to the consignee is delayed, delivery time increases, which has a negative impact on the whole transportation process, in particular via the ports of the Primorsk region.
However, the main problem all the participants of the transportation process face is the activities of customs bodies connected with transit freight. Since June 2004, the amount of cases of transit freight examination by customs, when cargoes are carried via the Russian Federation to Finland and Poland, has significantly increased. The cases of freight confiscation because of insignificant mistakes in the transportation documents have become more frequent. Customs bodies increased their requirements to freight documents. The term of transit cargoes customs formalities has also grown, thus the cost of freight warehousing and delivery time increased, and a lot of court examinations took place.
V.Yakunin stresses, "The amendments to the RF Customs Code are crucially important: the contents of a transit wagon or a container should be examined by the customs bodies of the country of departure and the country of destination. I am sure that a transit wagon or a container should be transported via Russia without any delays for customs formalities".
Positive Results Are Expected
Currently, the safety of the cargo carried as transit along the Transsib is not absolute. At the same time, a positive tendency has appeared in the sector recently (in particular, freight transportation in the speeded up block trains). It became possible due to technological improvement in the work of the commercial examination customs check-points on this direction and their technical equipment with modern facilities to control wagons and containers during transportation, providing constant monitoring of their safety.
Nowadays, to reduce consignors' and consignees' expenses on dues for security and forwarding, OAO RZD cooperates with the departmental guarding to decrease the rates of the dues. As a result, for the last two years the company managed to reduce twofold the rate of the due on 40 TEU container and threefold the rate of the due on a 20 TEU container transported by a speeded up block train.
The quality of services provided to cargo owners is being improved at the Trans-Siberian Railway. To reduce delivery time to 11-12 days, the railway reached the target of simplifying the process of transportation documents registration. Now only one invoice is registered for one block train to provide transit transportation of container consignments of similar cargoes (if the destination point and the consignee are the same). For example, a year ago there was an invoice for each container. Also, now freight transportation in speeded up block trains along the Transsib is 100% safe.
In the near future, in the framework of container business development, the formation of which is being completed in OAO RZD, the company is going to improve the corporate system of container transportation management and make it similar to the system of passenger transportation management. The distribution of container terminal will be optimized; the time for transportation documents preparations will be significantly reduced.
The company is also ready to invest into new transportation technologies, including two-tire container transportation by trains with a larger weight and length, if such solutions are efficient and compensate for the expenses.
Besides, putting logistics technologies into operation is also very important to increase the efficiency of transport services. The basic principles of logistics for transportation planning and regulating are already implemented at the railway, which has improved the efficiency of freight flows management. In particular, the automatic systems "Freight Express", SIRIUS and ETRAN create conditions for IT cooperation along the whole logistics chain, starting from registration of documents for loading and finishing by unloading at the destination point.
The brightest example of using new IT capacities is the joint work of the Dalnevostochnaya (Far-Eastern) railway and the commercial sea port of Vladivostok. Due to the existing logistics scheme, the port and Vladivostok railway stations cooperate successfully. IT resources, concentrated in the information-calculating center of the railway, are popular with the allied transport modes and provide for efficient coopoeration with large sea ports, border crossings, and container terminals.
The system of logistics centers speeds up payments for transportation and for additional services and reduces expenses on the development of e-document circulation. At the same time, at the railway border crossings, the time of customs clearance and certification procedures reduces, and document circulation grows faster.
It is clear that the constant check-ups of the transit containers by the customs bodies, delays of containers dispatching from ports and cases of theft still negatively influence the consignors' opinion on transit containers transportation by the Trans-Siberian railway. Thus, they prefer transportation by sea, which is longer, but safer and cheaper than transportation by railway, and the delivery time can be forecasted. However, the quality of transit transportation service constantly improves. And let's hope that positive results will appear in the near future.
NADEZHDA VTORUSHINA
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OAO RZD Stands for Improvement of Transport Services Quality
The Trans-Siberian Railway, which enables to reduce the time of container delivery from South-Eastern Asia to Europe almost twice in comparison with the traditional sea route via the Suez Canal. The main advantage of the Transsib is the speed, which becomes more and more important factor in the Euro-Asian trade. Direct railway communication reduces the distance of freight transportation from, for example, Korea or China to Europe fivefold. A faster freight delivery means releasing tremendous financial resources, which are practically "frozen" for the period of transportation. The consignor can save about USD 300 from transportation of one container.
President of OAO RZD Vladimir Yakunin said that the company bases its strategy on the fact that the Russian constituent of the container route is a part of the single route connecting two parts of the Eurasian continent and that it should be taken and developed as a single intermodal transport corridor "East-West". "This long logistics chain is a joint business of many participants and there should be no unprofitable chain links. OAO RZD understands the necessity of transport services quality improvement and constantly works towards the solution of the problem", Vladimir Yakunin stresses.
Recently some definitive results were achieved and the quality of transportation along the Transsib was improved due to development of Russia's foreign trade relations, partnership with consignors and consignees, coordinated activities of transporters aimed at the increase of transport corridors competitiveness, implementation of logistics principles of IT cooperation, and attempts of balanced development of infrastructure for all transport modes. One thing is clear: it is impossible to reach a significant growth of business in such a highly competitive market as container transportations, if there is no appropriate strategy. That is why OAO RZD believes that the basis for the company's development is the necessity of significant technical, technological and organizational modernization of its assets to improve the quality of transportation and make it attractive for clients, as well as investors.
Tariff Is Not the Only Problem
From the consignor's point of view, a lot of factors influence the decision to transport freight along the Transsib. Even if we do not take into account the level of the current tariff rates, which increased by several times after January 1, 2006, nowadays there are a lot of problems preventing the transit freight flow growth. The transit rate was the most important at the first stage of transit transportation development; now other factors are brought to the forefront.
For example, nowadays Russia cannot provide consignors with either full consignment warehouses, where they could keep their freight during any period they want, or a full pack of services to load (unload) containers and form consignments (at a reasonable price), or absolute safety of cargo etc. Currently, Russia cannot compete with Finland in the sector. There is still no law on consignation; the warehouse infrastructure is poorly developed and there is a lack of warehouses of A class. Moreover, in Russia the cost of high-quality warehousing services is unreasonably higher than in other countries.
Another problem is the lack of rolling stock necessary to transport transit freight. Nowadays, the railways having an access to ports do not have enough wagons for wheeled vehicles transportation, fitting platforms for containers of large capacity, so only 60-70% of port men's applications for delivery of rolling-stock for loading with transit freight are fulfilled, besides, there are often delays for more than a day. Thus, transit freight delivery to the consignee is delayed, delivery time increases, which has a negative impact on the whole transportation process, in particular via the ports of the Primorsk region.
However, the main problem all the participants of the transportation process face is the activities of customs bodies connected with transit freight. Since June 2004, the amount of cases of transit freight examination by customs, when cargoes are carried via the Russian Federation to Finland and Poland, has significantly increased. The cases of freight confiscation because of insignificant mistakes in the transportation documents have become more frequent. Customs bodies increased their requirements to freight documents. The term of transit cargoes customs formalities has also grown, thus the cost of freight warehousing and delivery time increased, and a lot of court examinations took place.
V.Yakunin stresses, "The amendments to the RF Customs Code are crucially important: the contents of a transit wagon or a container should be examined by the customs bodies of the country of departure and the country of destination. I am sure that a transit wagon or a container should be transported via Russia without any delays for customs formalities".
Positive Results Are Expected
Currently, the safety of the cargo carried as transit along the Transsib is not absolute. At the same time, a positive tendency has appeared in the sector recently (in particular, freight transportation in the speeded up block trains). It became possible due to technological improvement in the work of the commercial examination customs check-points on this direction and their technical equipment with modern facilities to control wagons and containers during transportation, providing constant monitoring of their safety.
Nowadays, to reduce consignors' and consignees' expenses on dues for security and forwarding, OAO RZD cooperates with the departmental guarding to decrease the rates of the dues. As a result, for the last two years the company managed to reduce twofold the rate of the due on 40 TEU container and threefold the rate of the due on a 20 TEU container transported by a speeded up block train.
The quality of services provided to cargo owners is being improved at the Trans-Siberian Railway. To reduce delivery time to 11-12 days, the railway reached the target of simplifying the process of transportation documents registration. Now only one invoice is registered for one block train to provide transit transportation of container consignments of similar cargoes (if the destination point and the consignee are the same). For example, a year ago there was an invoice for each container. Also, now freight transportation in speeded up block trains along the Transsib is 100% safe.
In the near future, in the framework of container business development, the formation of which is being completed in OAO RZD, the company is going to improve the corporate system of container transportation management and make it similar to the system of passenger transportation management. The distribution of container terminal will be optimized; the time for transportation documents preparations will be significantly reduced.
The company is also ready to invest into new transportation technologies, including two-tire container transportation by trains with a larger weight and length, if such solutions are efficient and compensate for the expenses.
Besides, putting logistics technologies into operation is also very important to increase the efficiency of transport services. The basic principles of logistics for transportation planning and regulating are already implemented at the railway, which has improved the efficiency of freight flows management. In particular, the automatic systems "Freight Express", SIRIUS and ETRAN create conditions for IT cooperation along the whole logistics chain, starting from registration of documents for loading and finishing by unloading at the destination point.
The brightest example of using new IT capacities is the joint work of the Dalnevostochnaya (Far-Eastern) railway and the commercial sea port of Vladivostok. Due to the existing logistics scheme, the port and Vladivostok railway stations cooperate successfully. IT resources, concentrated in the information-calculating center of the railway, are popular with the allied transport modes and provide for efficient coopoeration with large sea ports, border crossings, and container terminals.
The system of logistics centers speeds up payments for transportation and for additional services and reduces expenses on the development of e-document circulation. At the same time, at the railway border crossings, the time of customs clearance and certification procedures reduces, and document circulation grows faster.
It is clear that the constant check-ups of the transit containers by the customs bodies, delays of containers dispatching from ports and cases of theft still negatively influence the consignors' opinion on transit containers transportation by the Trans-Siberian railway. Thus, they prefer transportation by sea, which is longer, but safer and cheaper than transportation by railway, and the delivery time can be forecasted. However, the quality of transit transportation service constantly improves. And let's hope that positive results will appear in the near future.
NADEZHDA VTORUSHINA
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Firstly, the analysts of OAO RZD point at the fact that OAO Russian Railways is in worse competition conditions than private companies, which can be explained by the monopolistic position of OAO RZD. For example, OAO RZD does not have an opportunity to create a complex product with competitive price terms, as independent players of the transport market, forwarding and logistic companies and companies-operators can. It is because the tariffs of OAO RZD are regulated by the state, while private transport companies can use the practice of flexible price formation at the expense of the wagon constituent. Moreover, in some cases it is possible to say that they can offer clients unequal conditions, setting higher or lower prices for different companies reaching, thus, their own financial targets as well as attracting more clients. At the same time, being a public carrier, OAO RZD has no right to refuse cargo, since it must satisfy all the transport needs of the Russian industrial enterprises. Thus, creating this mass product, the company cannot solve local problems fast enough. At the same time, forwarding companies carry out high-tech delivery schemes and definite price services, and can easily attract co-workers in a separate sector or to a separate route. Meanwhile, their main function is organization, because the final product - transportation (as well as its quality) is the activities of OAO RZD.
It should be mentioned that OAO Russian Railways can apply to respective departments to obtain privileged tariff terms, for example, for the companies who guarantee large volumes for transportation or for a certain route. However, under the market conditions, such a measure is not the most efficient one, because it can take a long time to get the approval, while the market situation changes quickly and it may turn out that privileged tariffs will not be necessary in the end.
There is one more thing. The consignors' advantages of cooperating with private transport companies are not limited by tariffs only. Companies-operators are ready to provide clients with qualitative rolling stock when it is needed, according to the schedule.
Thus, according to the data of OAO RZD, in 2005 the share of transportation in private rolling stock grew at 1.5 times in comparison with 2003: about one third of all the freight is carried by private companies nowadays. Total network transportation volume grew by 4%, at the same time the freight volume carried by private companies increased by 17%, while the one transported by OAO RZD, grew by 1% only. Meanwhile, the rolling stock of independent companies carries almost 45% of profitable cargo, about 20% medium profitable cargo and 24% of non-profitable freight. Another figure should also be taken into consideration: profitable cargo transportation by private wagons increased by more than 19%, while the volume of profitable freight transported by OAO RZD's wagons reduced by 2.9%. Finally, another important tendency is that independent transport organizations refuse to rent OAO RZD's wagons. Thus, the share of transportation in the rented wagons fell from 8% to 4% in two years.
On the whole, in 2000-2005, the share of private rolling stock use increased from 12.5% to 26.7% of the total transportation volume, and the private rolling stock park grew more than at 1.5 times during this period. At the same time, the revenue of OAO RZD depends more and more on the revenue from freight transportation by means of other companies' wagons. Nowadays, about 24.7% of the private and rented wagons carry 29.8% of the total throughput.
The reasons making consignors use private rolling stock park are obvious. When freight is carried in private rolling stock, neither consignor nor consignee suffers such losses for using rolling stock on railway approaches to ports as they could if they used the rolling stock of OAO RZD. Thus, they pay no fine for extra idleness. According to preliminary calculations, in 2005 cargo owners saved about RUR 2.6 billion from private rolling stock usage. At the same time, use of private rolling stock means guaranteed provision with transportation resources, technically and commercially suitable for the applied cargo transportation, adjusted removal of consignor's production and organization of closed ring routes if necessary. Freight transportation volumes are actively switched from OAO RZD's rolling stock park to the private ones because of the difference in tariffs as well, since the owner has the right to choose the type of transportation, in which his competitiveness and efficiency is maximum. At the same time, tariffs on freight transportation in the wagons of OAO RZD include the cost of the average empty wagons reverse transportation after unloading. Meanwhile, a wagon owner pays for the real distance run by an empty wagon. If the distance of empty wagon running is shorter than the average network one, the wagon owner can attract cargo, giving preferences to cargo owners not only at the expense of "the wagon constituent", but also considering the reduction of expenses on empty wagons reverse transportation. Besides, a rolling stock owner can also increase his revenue (wagon constituent), even if the distance run by an empty wagon is longer than the average network one, at the expense of "clearance" of the tariff on empty wagon return after the freight of the second or the third class was unloaded from it, by means of loading cargo of the first class into the wagon, for it to be carried on the route similar to the reverse one. This also influences the competitiveness of OAO RZD in a negative way.
The technical state of the inventory rolling stock is a separate theme for discussion. According to the data of OAO RZD's Railway Center of Transport Services, on October 1, 2005, the inventory freight wagon park of OAO RZD amounted to 630 thousand wagons, 19% of which made wagons with overdue life time. At the same time, the average age of freight wagons is 10.9 years, and their normative life time is 28 years. The use of old and worn freight wagons park increases the company's maintenance and repair expenses, and negatively influences the quality and safety of railway communication.
The average age of the private freight rolling stock is 14 years, which constitutes an advantage in terms of maintenance expenses for rolling stock owners.
Thus, the question about relevance and logical justification of actions carried out by OAO RZD, which practically ignores its own rules, is open. The low dynamics of loading can hardly be considered a justification of such clear arbitrariness.
TATYANA TOKAREVA
[~DETAIL_TEXT] =>
Firstly, the analysts of OAO RZD point at the fact that OAO Russian Railways is in worse competition conditions than private companies, which can be explained by the monopolistic position of OAO RZD. For example, OAO RZD does not have an opportunity to create a complex product with competitive price terms, as independent players of the transport market, forwarding and logistic companies and companies-operators can. It is because the tariffs of OAO RZD are regulated by the state, while private transport companies can use the practice of flexible price formation at the expense of the wagon constituent. Moreover, in some cases it is possible to say that they can offer clients unequal conditions, setting higher or lower prices for different companies reaching, thus, their own financial targets as well as attracting more clients. At the same time, being a public carrier, OAO RZD has no right to refuse cargo, since it must satisfy all the transport needs of the Russian industrial enterprises. Thus, creating this mass product, the company cannot solve local problems fast enough. At the same time, forwarding companies carry out high-tech delivery schemes and definite price services, and can easily attract co-workers in a separate sector or to a separate route. Meanwhile, their main function is organization, because the final product - transportation (as well as its quality) is the activities of OAO RZD.
It should be mentioned that OAO Russian Railways can apply to respective departments to obtain privileged tariff terms, for example, for the companies who guarantee large volumes for transportation or for a certain route. However, under the market conditions, such a measure is not the most efficient one, because it can take a long time to get the approval, while the market situation changes quickly and it may turn out that privileged tariffs will not be necessary in the end.
There is one more thing. The consignors' advantages of cooperating with private transport companies are not limited by tariffs only. Companies-operators are ready to provide clients with qualitative rolling stock when it is needed, according to the schedule.
Thus, according to the data of OAO RZD, in 2005 the share of transportation in private rolling stock grew at 1.5 times in comparison with 2003: about one third of all the freight is carried by private companies nowadays. Total network transportation volume grew by 4%, at the same time the freight volume carried by private companies increased by 17%, while the one transported by OAO RZD, grew by 1% only. Meanwhile, the rolling stock of independent companies carries almost 45% of profitable cargo, about 20% medium profitable cargo and 24% of non-profitable freight. Another figure should also be taken into consideration: profitable cargo transportation by private wagons increased by more than 19%, while the volume of profitable freight transported by OAO RZD's wagons reduced by 2.9%. Finally, another important tendency is that independent transport organizations refuse to rent OAO RZD's wagons. Thus, the share of transportation in the rented wagons fell from 8% to 4% in two years.
On the whole, in 2000-2005, the share of private rolling stock use increased from 12.5% to 26.7% of the total transportation volume, and the private rolling stock park grew more than at 1.5 times during this period. At the same time, the revenue of OAO RZD depends more and more on the revenue from freight transportation by means of other companies' wagons. Nowadays, about 24.7% of the private and rented wagons carry 29.8% of the total throughput.
The reasons making consignors use private rolling stock park are obvious. When freight is carried in private rolling stock, neither consignor nor consignee suffers such losses for using rolling stock on railway approaches to ports as they could if they used the rolling stock of OAO RZD. Thus, they pay no fine for extra idleness. According to preliminary calculations, in 2005 cargo owners saved about RUR 2.6 billion from private rolling stock usage. At the same time, use of private rolling stock means guaranteed provision with transportation resources, technically and commercially suitable for the applied cargo transportation, adjusted removal of consignor's production and organization of closed ring routes if necessary. Freight transportation volumes are actively switched from OAO RZD's rolling stock park to the private ones because of the difference in tariffs as well, since the owner has the right to choose the type of transportation, in which his competitiveness and efficiency is maximum. At the same time, tariffs on freight transportation in the wagons of OAO RZD include the cost of the average empty wagons reverse transportation after unloading. Meanwhile, a wagon owner pays for the real distance run by an empty wagon. If the distance of empty wagon running is shorter than the average network one, the wagon owner can attract cargo, giving preferences to cargo owners not only at the expense of "the wagon constituent", but also considering the reduction of expenses on empty wagons reverse transportation. Besides, a rolling stock owner can also increase his revenue (wagon constituent), even if the distance run by an empty wagon is longer than the average network one, at the expense of "clearance" of the tariff on empty wagon return after the freight of the second or the third class was unloaded from it, by means of loading cargo of the first class into the wagon, for it to be carried on the route similar to the reverse one. This also influences the competitiveness of OAO RZD in a negative way.
The technical state of the inventory rolling stock is a separate theme for discussion. According to the data of OAO RZD's Railway Center of Transport Services, on October 1, 2005, the inventory freight wagon park of OAO RZD amounted to 630 thousand wagons, 19% of which made wagons with overdue life time. At the same time, the average age of freight wagons is 10.9 years, and their normative life time is 28 years. The use of old and worn freight wagons park increases the company's maintenance and repair expenses, and negatively influences the quality and safety of railway communication.
The average age of the private freight rolling stock is 14 years, which constitutes an advantage in terms of maintenance expenses for rolling stock owners.
Thus, the question about relevance and logical justification of actions carried out by OAO RZD, which practically ignores its own rules, is open. The low dynamics of loading can hardly be considered a justification of such clear arbitrariness.
TATYANA TOKAREVA
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Firstly, the analysts of OAO RZD point at the fact that OAO Russian Railways is in worse competition conditions than private companies, which can be explained by the monopolistic position of OAO RZD. For example, OAO RZD does not have an opportunity to create a complex product with competitive price terms, as independent players of the transport market, forwarding and logistic companies and companies-operators can. It is because the tariffs of OAO RZD are regulated by the state, while private transport companies can use the practice of flexible price formation at the expense of the wagon constituent. Moreover, in some cases it is possible to say that they can offer clients unequal conditions, setting higher or lower prices for different companies reaching, thus, their own financial targets as well as attracting more clients. At the same time, being a public carrier, OAO RZD has no right to refuse cargo, since it must satisfy all the transport needs of the Russian industrial enterprises. Thus, creating this mass product, the company cannot solve local problems fast enough. At the same time, forwarding companies carry out high-tech delivery schemes and definite price services, and can easily attract co-workers in a separate sector or to a separate route. Meanwhile, their main function is organization, because the final product - transportation (as well as its quality) is the activities of OAO RZD.
It should be mentioned that OAO Russian Railways can apply to respective departments to obtain privileged tariff terms, for example, for the companies who guarantee large volumes for transportation or for a certain route. However, under the market conditions, such a measure is not the most efficient one, because it can take a long time to get the approval, while the market situation changes quickly and it may turn out that privileged tariffs will not be necessary in the end.
There is one more thing. The consignors' advantages of cooperating with private transport companies are not limited by tariffs only. Companies-operators are ready to provide clients with qualitative rolling stock when it is needed, according to the schedule.
Thus, according to the data of OAO RZD, in 2005 the share of transportation in private rolling stock grew at 1.5 times in comparison with 2003: about one third of all the freight is carried by private companies nowadays. Total network transportation volume grew by 4%, at the same time the freight volume carried by private companies increased by 17%, while the one transported by OAO RZD, grew by 1% only. Meanwhile, the rolling stock of independent companies carries almost 45% of profitable cargo, about 20% medium profitable cargo and 24% of non-profitable freight. Another figure should also be taken into consideration: profitable cargo transportation by private wagons increased by more than 19%, while the volume of profitable freight transported by OAO RZD's wagons reduced by 2.9%. Finally, another important tendency is that independent transport organizations refuse to rent OAO RZD's wagons. Thus, the share of transportation in the rented wagons fell from 8% to 4% in two years.
On the whole, in 2000-2005, the share of private rolling stock use increased from 12.5% to 26.7% of the total transportation volume, and the private rolling stock park grew more than at 1.5 times during this period. At the same time, the revenue of OAO RZD depends more and more on the revenue from freight transportation by means of other companies' wagons. Nowadays, about 24.7% of the private and rented wagons carry 29.8% of the total throughput.
The reasons making consignors use private rolling stock park are obvious. When freight is carried in private rolling stock, neither consignor nor consignee suffers such losses for using rolling stock on railway approaches to ports as they could if they used the rolling stock of OAO RZD. Thus, they pay no fine for extra idleness. According to preliminary calculations, in 2005 cargo owners saved about RUR 2.6 billion from private rolling stock usage. At the same time, use of private rolling stock means guaranteed provision with transportation resources, technically and commercially suitable for the applied cargo transportation, adjusted removal of consignor's production and organization of closed ring routes if necessary. Freight transportation volumes are actively switched from OAO RZD's rolling stock park to the private ones because of the difference in tariffs as well, since the owner has the right to choose the type of transportation, in which his competitiveness and efficiency is maximum. At the same time, tariffs on freight transportation in the wagons of OAO RZD include the cost of the average empty wagons reverse transportation after unloading. Meanwhile, a wagon owner pays for the real distance run by an empty wagon. If the distance of empty wagon running is shorter than the average network one, the wagon owner can attract cargo, giving preferences to cargo owners not only at the expense of "the wagon constituent", but also considering the reduction of expenses on empty wagons reverse transportation. Besides, a rolling stock owner can also increase his revenue (wagon constituent), even if the distance run by an empty wagon is longer than the average network one, at the expense of "clearance" of the tariff on empty wagon return after the freight of the second or the third class was unloaded from it, by means of loading cargo of the first class into the wagon, for it to be carried on the route similar to the reverse one. This also influences the competitiveness of OAO RZD in a negative way.
The technical state of the inventory rolling stock is a separate theme for discussion. According to the data of OAO RZD's Railway Center of Transport Services, on October 1, 2005, the inventory freight wagon park of OAO RZD amounted to 630 thousand wagons, 19% of which made wagons with overdue life time. At the same time, the average age of freight wagons is 10.9 years, and their normative life time is 28 years. The use of old and worn freight wagons park increases the company's maintenance and repair expenses, and negatively influences the quality and safety of railway communication.
The average age of the private freight rolling stock is 14 years, which constitutes an advantage in terms of maintenance expenses for rolling stock owners.
Thus, the question about relevance and logical justification of actions carried out by OAO RZD, which practically ignores its own rules, is open. The low dynamics of loading can hardly be considered a justification of such clear arbitrariness.
TATYANA TOKAREVA
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Firstly, the analysts of OAO RZD point at the fact that OAO Russian Railways is in worse competition conditions than private companies, which can be explained by the monopolistic position of OAO RZD. For example, OAO RZD does not have an opportunity to create a complex product with competitive price terms, as independent players of the transport market, forwarding and logistic companies and companies-operators can. It is because the tariffs of OAO RZD are regulated by the state, while private transport companies can use the practice of flexible price formation at the expense of the wagon constituent. Moreover, in some cases it is possible to say that they can offer clients unequal conditions, setting higher or lower prices for different companies reaching, thus, their own financial targets as well as attracting more clients. At the same time, being a public carrier, OAO RZD has no right to refuse cargo, since it must satisfy all the transport needs of the Russian industrial enterprises. Thus, creating this mass product, the company cannot solve local problems fast enough. At the same time, forwarding companies carry out high-tech delivery schemes and definite price services, and can easily attract co-workers in a separate sector or to a separate route. Meanwhile, their main function is organization, because the final product - transportation (as well as its quality) is the activities of OAO RZD.
It should be mentioned that OAO Russian Railways can apply to respective departments to obtain privileged tariff terms, for example, for the companies who guarantee large volumes for transportation or for a certain route. However, under the market conditions, such a measure is not the most efficient one, because it can take a long time to get the approval, while the market situation changes quickly and it may turn out that privileged tariffs will not be necessary in the end.
There is one more thing. The consignors' advantages of cooperating with private transport companies are not limited by tariffs only. Companies-operators are ready to provide clients with qualitative rolling stock when it is needed, according to the schedule.
Thus, according to the data of OAO RZD, in 2005 the share of transportation in private rolling stock grew at 1.5 times in comparison with 2003: about one third of all the freight is carried by private companies nowadays. Total network transportation volume grew by 4%, at the same time the freight volume carried by private companies increased by 17%, while the one transported by OAO RZD, grew by 1% only. Meanwhile, the rolling stock of independent companies carries almost 45% of profitable cargo, about 20% medium profitable cargo and 24% of non-profitable freight. Another figure should also be taken into consideration: profitable cargo transportation by private wagons increased by more than 19%, while the volume of profitable freight transported by OAO RZD's wagons reduced by 2.9%. Finally, another important tendency is that independent transport organizations refuse to rent OAO RZD's wagons. Thus, the share of transportation in the rented wagons fell from 8% to 4% in two years.
On the whole, in 2000-2005, the share of private rolling stock use increased from 12.5% to 26.7% of the total transportation volume, and the private rolling stock park grew more than at 1.5 times during this period. At the same time, the revenue of OAO RZD depends more and more on the revenue from freight transportation by means of other companies' wagons. Nowadays, about 24.7% of the private and rented wagons carry 29.8% of the total throughput.
The reasons making consignors use private rolling stock park are obvious. When freight is carried in private rolling stock, neither consignor nor consignee suffers such losses for using rolling stock on railway approaches to ports as they could if they used the rolling stock of OAO RZD. Thus, they pay no fine for extra idleness. According to preliminary calculations, in 2005 cargo owners saved about RUR 2.6 billion from private rolling stock usage. At the same time, use of private rolling stock means guaranteed provision with transportation resources, technically and commercially suitable for the applied cargo transportation, adjusted removal of consignor's production and organization of closed ring routes if necessary. Freight transportation volumes are actively switched from OAO RZD's rolling stock park to the private ones because of the difference in tariffs as well, since the owner has the right to choose the type of transportation, in which his competitiveness and efficiency is maximum. At the same time, tariffs on freight transportation in the wagons of OAO RZD include the cost of the average empty wagons reverse transportation after unloading. Meanwhile, a wagon owner pays for the real distance run by an empty wagon. If the distance of empty wagon running is shorter than the average network one, the wagon owner can attract cargo, giving preferences to cargo owners not only at the expense of "the wagon constituent", but also considering the reduction of expenses on empty wagons reverse transportation. Besides, a rolling stock owner can also increase his revenue (wagon constituent), even if the distance run by an empty wagon is longer than the average network one, at the expense of "clearance" of the tariff on empty wagon return after the freight of the second or the third class was unloaded from it, by means of loading cargo of the first class into the wagon, for it to be carried on the route similar to the reverse one. This also influences the competitiveness of OAO RZD in a negative way.
The technical state of the inventory rolling stock is a separate theme for discussion. According to the data of OAO RZD's Railway Center of Transport Services, on October 1, 2005, the inventory freight wagon park of OAO RZD amounted to 630 thousand wagons, 19% of which made wagons with overdue life time. At the same time, the average age of freight wagons is 10.9 years, and their normative life time is 28 years. The use of old and worn freight wagons park increases the company's maintenance and repair expenses, and negatively influences the quality and safety of railway communication.
The average age of the private freight rolling stock is 14 years, which constitutes an advantage in terms of maintenance expenses for rolling stock owners.
Thus, the question about relevance and logical justification of actions carried out by OAO RZD, which practically ignores its own rules, is open. The low dynamics of loading can hardly be considered a justification of such clear arbitrariness.
TATYANA TOKAREVA
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Russia Gains Market
Major cargo transported via the Baltic ports has traditionally been liquid bulk. Oil and products make up 60% from general handling volume. The second place takes coal, chemical fertilizers, metals and timber. However, according to Anatoly Shutka, chairman of the committee on load of the Association of Sea Commercial Ports of Russia, Russian handling complexes for liquid bulk and chemicals are used for over than 90% and sometimes there is a deficit in them.
Not long ago (2003-2005) cargo handling via the Russian ports of the Baltic region almost doubled, and via the foreign ports it increased by one third. High rates of cargo turnover growth were caused by foreign trade volumes boost. In the end of last year the Russian ports of the region were capable of handling 100 mln. tons of cargo, about 20 mln. tons of coal and 10 mln.tons pf chemicals. In experts' forecasts, handling volumes of Russian foreign trade cargo via the North-West ports will be increasing, in particular, in 2006 increase by 15% is expected.
Today great number of large-scale projects have been developed which are directed to strengthening carrying capacities of domestic ports of the North-West basin. According to sub-programme "Sea Transport "Modernization of the transport system of Russia (2002-2020)" forecasted handling volume of the Russian ports in 2010 will amount to 542 mln.tons, 40-45% from which will go via the Russian ports in the Baltic region. Thus, according to plans, production capacities growth here has to make 210 mln.tons of cargo. That was a reason of launch some large-scaled infrastructure projects. Special attention is paid to the following ports development: Murmansk (liquid bulk and coal), Saint-Petersburg (container and general cargo), Ust-Luga (coal, chemicals and containers).
Starting from 2004 the latter has been developing most intensively. It is supposed in 2006 general volume of investment into Ust-Luga including private and state will amount to RUR 8.7 bln. Most part of investment is private funds directed at specialized complexes construction (over RUR 6 bln.). Investment into railways development will make RUR 500 mln. Today's principle of investment into port railway infrastructure and terminals construction is as follows: terminals are constructed in the first turn, investment into railways will made later, which will become certain guarantee of cargo flows being real. Moreover, in 2006 chemicals handling complex and container terminal construction will go on. These two terminals launch are planned for the end of 2007 - beginning of 2008.
Despite the positive tendencies, Russian ports today still find lack in production capacities. In fact, to organize direct transportation between Europe and Russia is beneficial for all trade participants. However, if a vessel is waiting for 6 hours in the port it becomes unprofitable (to make transportation profitable vessel should be loaded and unloaded during a day). In addition, according to forecast made by Finnish carriers, the situation here won't improve in the nearest decade. Moreover, domestic ports have certain problems with logistics. For example, the port of Saint-Petersburg is located uncomfortably, practically in the center of the city which makes carriers' activities more complicated. The situation gets worth due to the fact that the Russian ports today are the most expensive ones in Europe in respect of port duties despite the fact that their service is not perfect at all.
Finnish Ports Advantages
Due to the fact that competition becomes more and more intensive in the Baltic countries target programmes are approved on the national level in order to work out efficient strategy for transport and its infrastructure development. Countries try to develop and carry out flexible customs, price and tariff policy to expand range of transport services provided to foreign partners, including Russian ones.
Considering Russia's location, its intention to launch new own ports in the region as well as new domestic corridors and use already functioning transport chains more efficiently is quite natural. Moreover, the Baltic states' joining the EU and NATO changed their positions on the international arena and Russia has to consider this fact.
Nowadays 23 ports function in Finland alone. High services quality offered by the port complexes and use of latest technical equipment fastens the handling procedures significantly. Helsinki is the biggest port ccomplex of Finland which is capable of handling about 10 mln.tons of cargo annually. According to statistics, most part of cargo flow (85%) make up Finnish export and import. Transit transportation to and from Russia and Estonia takes the rest 15%. The port has certain advantages due to its comfortable geographical location and being close to Russia and Estonia. Size of the port of Helsinki, its capacities and wide range of services bring it to leading positions and allow to handle large cargo volumes.
Another dynamically developing center of transport logistic and forwarding services is the port of Kotka. Port of Kotka is located in the eastern part of the Finnish Gulf. Kotka is the biggest transit port of Finland and the biggest junction of export cargo. The range of services offered by the port includes loading, port operations, warehousing, handling, forwarding, customs registration and transportation. The port has container, bulk, liquid bulk terminals, warehouses for temporary storage of paper and saw timber. In the near future the port territory is planned to be expanded twice. Today the port of Kotka is considered to be one of the most modern and rapidly developing logistic centers of the Baltic region. This port would develop even faster if customs officials of Russia, Finland and the EU managed to agree and introduced unified demands to cargo registration with transfer to electronic mode of receiving data. The Finnish customs is totally ready for such transfer.
The system of interrelation between the port and city is quite interesting and worth mentioning: the city invests into the port development, the land belongs to the port. At the same time "Port of Kotka" is joint-stock company, independent from administration. Its task is port infrastructure development.
Latvia and Lithuania:no unwanted terminals
Ports of another serious competitor - Latvia (Riga, Ventspils and Liepaja) are of strategic importance for the country and "installed" into branchy railway infrastructure. In 1996 the Government of Latvia approved laws on free ports of Riga and Ventspils, as well as free economic zone in Liepaja which were directed to transit business encouraging.
Ventspils today is one of the biggest ports in the Baltic region capable of handling up to 47 mln.tons of cargo, having advantageous location and non-frozen nature. It has always been the most comfortable for handling oil and products. Transit share of Ventspils reached 97% of the whole turnover and oil and products took 70% (20 mln.tons)
In the result of long conflict between Russia and Latvia, which was of political and economic character (tariffs were higher than those of Russian ports by 1.5-2 times), starting from 2003, after construction of the port of Primorsk and launch in 2002 the first stage of the Baltic Pipeline System, oil flow to Ventspils dried up practically. Moreover, in 2004 distribution-handling complex of Lukoil was opened in the port of Vysotsk, and to attract cargo flow towards the Russian ports privileged railway tariffs were introduced. As a result the port of Ventspils found itself in a rather problematic situation.
Now the port is being actively modernized. In 2000 dredging work was held that made possible to service vessels of 100 thousand tons displacement. Moreover, the terminal for general cargo handling was re-constructed, terminal for handling bulk cargo was expanded, were constructed ro-ro/ container terminal, the only specialized ammonia terminal in the Baltic region, potash fertilizer handling terminal etc.
Nowadays Ventspils is believed to be the most attractive Latvian port for investors. In August 2005 grain terminal was opened here. Until September 2006 the port plans to handle 600 thousand tons of grain and thereafter to reach full production capacity - 2.5 mln.tons. It is planned the term of payback will amount to 7 years. Next year coal terminal of 5 mln.tons capacity is planned to be opened in Ventspils.
Speaking of the port of Riga, it should be said that here mostly container cargo is handled (it is the biggest container terminal in the region) as well as coal which takes 42% from the total handling volume. Today port needs serious modernization of electrical systems, motor ways and railways improvement. At present railway reconstruction is being carried out in the port together with Riga railway junction development.
In another Latvian port of Liepaja dynamically developing group "Liepaja Osta LM" provides one third of the port loading volume, mainly it is metals. Now the port stakes on grain. In 2005 the bulk terminal of 500 thousand tons per year capacity was constructed. This very amount of grain is planned to be handled in 2006. Among disadvantages of the port are undeveloped railway infrastructure and poor depth of access duct.
One more country-competitor in the Baltic region is Lithuania. Its major port is Klaipeda. After reconstruction handling capacities of the port expanded up to 35 mln.tons of cargo per year. Ro-ro/ferry berths were constructed here as well as specialized berths for loading cement, liquid fertilizers, liquid bulk and chemical agents, container terminal was also constructed.
In 2006 one more container terminal is planned to be launched of 100 thousand TEU. The programme of expanding and modernization of the port of Klaipeda until 2015 envisages water area dredging up to 18 meters that will allow to handle 20 mln.tons of cargo more.
After dredging port access to oil, liquid fertilizers, bulk and general cargo terminals up to 14 meters, the port will be able to service "Panamax" vessels. In 2006 the port of Klaipeda plans to service vessels on three deep-water berths more for general cargo handling.
Recently the port of Klaipeda has managed to attract cargo from Belarus which exports oil products as well as Belarus Machine-Building Plant production and potash fertilizers. USD 35 mln. was invested into infrastructure specially developed for Belarus cargo. Moreover, Belarus clients should become interested in advantageous services such as fast car return which is possible not only due to fast unload technologies but also thanks to own shunting engines use.
The port is actively developing container handling. Launch of "Viking" and "Mercury" trains, container terminals construction, port accesses dredging, own locomotive park, port equipment modernization - all these factors cause handling volumes growth.
Recently Japanese companies have become interested in the port of Klaipeda: JUCA agency has developed the project of construction of deep-water berths in the area of "Klaipedos Nafta" connected with the shore by railway; depth of port accesses will reach 18 meters and thus, the port will be capable to service Baltmax vessels. The project will be implemented in 2015.
Last year the issue of port of Klaipeda's turnover lagging behind the other Baltic ports results was discussed on the governmental level. In the conclusion there were named major problems that had caused this situation Among them are discriminative policy of Russia within setting railway tariffs, high rates of port duties compared to neighboring ports, and inefficient use of investment.
New nameof Estonian Competitor
According to optimistic forecast in 2010 the ports of Estonia will handle from 29 to 40 mln.tons of cargo. The major Estonian port Tallinn has four harbors including Muuga (major oil, container and bulk terminal of the state) It joins the "Tallinn port" holding and is a free economic zone of a new type (here customs procedures are simplified and cargo can be imported, exported and evaluated). Now the profit of Muuga makes up 20% of the national budget of Estonia.
According to Estonian media, 60% of the port of Muuga is controlled by the Russian share owners via the offshore companies. 80% of cargo of the holding and 90% of the whole volume of Estonian transit is transported via the port. Russian oil handling volumes are constantly increasing, crude oil makes quarter of the volume and the rest part is oil products.
The port operates 6 oil terminals, terminals for handling bulk and general cargo (together with ro-ro), refrigerator cargo terminal, grain terminal, chemical fertilizers terminal - one of the most modern in Eastern Europe which belongs to the Russian holding "Acron".
Muuga CT container terminal is one more step for expanding port services. The project capacity is 2 mln.tons per year, including 150 thousand TEU of container cargo. By 2015 it is planned to reach capacity of 500 thousand TEU.
The second place takes Paldiski port in respect of the size and cargo turnover. It operates 8 berths of 8.5 tо 12 meters depths, including ro-ro berths. The port is deep-water one, practically of non-frozen nature and located closer to Europe than Muuga. Thanks to the fact that it is private commercial structure, there is a chance not only to carry out more flexible in contrast to the state ports price policy but provide high-quality services on cargo handling and storage. In this respect the port is interesting to the Western companies, some lines are already transferring from Muuga to Paldiski.
Last October new Estonian port for container cargo and oil and products handling was opened. It is the port of Sillamyae. Its advantage besides deep-water nature is free economic zone existence. It is the biggest private port in Europe, 50% of its shares belongs to the Russian companies. Moreover, the port has its railway station, locomotives, liquid chemicals berth, two oil products berths, ro-ro berth (12 meters deep), and three berths for general cargo. In future port's capacities are possible to increase up to 20 mln.tons. Sillamyae was designed as a port of "landlord" sort, i.e. it rents infrastructure in long-term lease with the right of construction and development of terminals for independent operators.
Within ports of the North-West region Latvian ports make 45% of cargo turnover, Estonian - 35,1% and Lithuanian - 19,9%. In surrounding of strict competition the ports of the Baltic region attract non-traditional types of cargo actively, search new free niches, work with new technologies dynamically and attract investment. In the near future ports' competition will arise for growing and very attractive for stevedoring companies container cargo flows.
Among advantages of Baltic transit are comfortably located ports, their high-quality services and use of modern information technologies. In fact, opportunity of all-year-round navigation in the ports of the Baltic region is not a crucial factor since dynamics of, for example, the port of Saint-Petersburg shows that payment for ice-breakers services doesn't influence turnover critically.
Despite the Russian ports development and new ones construction, attractiveness of Baltic transit will remain especially in view of boost of export-import cargo flows of Russia, moreover, considering the fact that the EU takes over 50% of foreign trade of the RF and there is also an opportunity to provide transport services to third countries. On the other hand, today significant part of shares of some Baltic ports is controlled by the Russians which is also very important factor.
NADEZHDA VTORUSHINA
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Russia Gains Market
Major cargo transported via the Baltic ports has traditionally been liquid bulk. Oil and products make up 60% from general handling volume. The second place takes coal, chemical fertilizers, metals and timber. However, according to Anatoly Shutka, chairman of the committee on load of the Association of Sea Commercial Ports of Russia, Russian handling complexes for liquid bulk and chemicals are used for over than 90% and sometimes there is a deficit in them.
Not long ago (2003-2005) cargo handling via the Russian ports of the Baltic region almost doubled, and via the foreign ports it increased by one third. High rates of cargo turnover growth were caused by foreign trade volumes boost. In the end of last year the Russian ports of the region were capable of handling 100 mln. tons of cargo, about 20 mln. tons of coal and 10 mln.tons pf chemicals. In experts' forecasts, handling volumes of Russian foreign trade cargo via the North-West ports will be increasing, in particular, in 2006 increase by 15% is expected.
Today great number of large-scale projects have been developed which are directed to strengthening carrying capacities of domestic ports of the North-West basin. According to sub-programme "Sea Transport "Modernization of the transport system of Russia (2002-2020)" forecasted handling volume of the Russian ports in 2010 will amount to 542 mln.tons, 40-45% from which will go via the Russian ports in the Baltic region. Thus, according to plans, production capacities growth here has to make 210 mln.tons of cargo. That was a reason of launch some large-scaled infrastructure projects. Special attention is paid to the following ports development: Murmansk (liquid bulk and coal), Saint-Petersburg (container and general cargo), Ust-Luga (coal, chemicals and containers).
Starting from 2004 the latter has been developing most intensively. It is supposed in 2006 general volume of investment into Ust-Luga including private and state will amount to RUR 8.7 bln. Most part of investment is private funds directed at specialized complexes construction (over RUR 6 bln.). Investment into railways development will make RUR 500 mln. Today's principle of investment into port railway infrastructure and terminals construction is as follows: terminals are constructed in the first turn, investment into railways will made later, which will become certain guarantee of cargo flows being real. Moreover, in 2006 chemicals handling complex and container terminal construction will go on. These two terminals launch are planned for the end of 2007 - beginning of 2008.
Despite the positive tendencies, Russian ports today still find lack in production capacities. In fact, to organize direct transportation between Europe and Russia is beneficial for all trade participants. However, if a vessel is waiting for 6 hours in the port it becomes unprofitable (to make transportation profitable vessel should be loaded and unloaded during a day). In addition, according to forecast made by Finnish carriers, the situation here won't improve in the nearest decade. Moreover, domestic ports have certain problems with logistics. For example, the port of Saint-Petersburg is located uncomfortably, practically in the center of the city which makes carriers' activities more complicated. The situation gets worth due to the fact that the Russian ports today are the most expensive ones in Europe in respect of port duties despite the fact that their service is not perfect at all.
Finnish Ports Advantages
Due to the fact that competition becomes more and more intensive in the Baltic countries target programmes are approved on the national level in order to work out efficient strategy for transport and its infrastructure development. Countries try to develop and carry out flexible customs, price and tariff policy to expand range of transport services provided to foreign partners, including Russian ones.
Considering Russia's location, its intention to launch new own ports in the region as well as new domestic corridors and use already functioning transport chains more efficiently is quite natural. Moreover, the Baltic states' joining the EU and NATO changed their positions on the international arena and Russia has to consider this fact.
Nowadays 23 ports function in Finland alone. High services quality offered by the port complexes and use of latest technical equipment fastens the handling procedures significantly. Helsinki is the biggest port ccomplex of Finland which is capable of handling about 10 mln.tons of cargo annually. According to statistics, most part of cargo flow (85%) make up Finnish export and import. Transit transportation to and from Russia and Estonia takes the rest 15%. The port has certain advantages due to its comfortable geographical location and being close to Russia and Estonia. Size of the port of Helsinki, its capacities and wide range of services bring it to leading positions and allow to handle large cargo volumes.
Another dynamically developing center of transport logistic and forwarding services is the port of Kotka. Port of Kotka is located in the eastern part of the Finnish Gulf. Kotka is the biggest transit port of Finland and the biggest junction of export cargo. The range of services offered by the port includes loading, port operations, warehousing, handling, forwarding, customs registration and transportation. The port has container, bulk, liquid bulk terminals, warehouses for temporary storage of paper and saw timber. In the near future the port territory is planned to be expanded twice. Today the port of Kotka is considered to be one of the most modern and rapidly developing logistic centers of the Baltic region. This port would develop even faster if customs officials of Russia, Finland and the EU managed to agree and introduced unified demands to cargo registration with transfer to electronic mode of receiving data. The Finnish customs is totally ready for such transfer.
The system of interrelation between the port and city is quite interesting and worth mentioning: the city invests into the port development, the land belongs to the port. At the same time "Port of Kotka" is joint-stock company, independent from administration. Its task is port infrastructure development.
Latvia and Lithuania:no unwanted terminals
Ports of another serious competitor - Latvia (Riga, Ventspils and Liepaja) are of strategic importance for the country and "installed" into branchy railway infrastructure. In 1996 the Government of Latvia approved laws on free ports of Riga and Ventspils, as well as free economic zone in Liepaja which were directed to transit business encouraging.
Ventspils today is one of the biggest ports in the Baltic region capable of handling up to 47 mln.tons of cargo, having advantageous location and non-frozen nature. It has always been the most comfortable for handling oil and products. Transit share of Ventspils reached 97% of the whole turnover and oil and products took 70% (20 mln.tons)
In the result of long conflict between Russia and Latvia, which was of political and economic character (tariffs were higher than those of Russian ports by 1.5-2 times), starting from 2003, after construction of the port of Primorsk and launch in 2002 the first stage of the Baltic Pipeline System, oil flow to Ventspils dried up practically. Moreover, in 2004 distribution-handling complex of Lukoil was opened in the port of Vysotsk, and to attract cargo flow towards the Russian ports privileged railway tariffs were introduced. As a result the port of Ventspils found itself in a rather problematic situation.
Now the port is being actively modernized. In 2000 dredging work was held that made possible to service vessels of 100 thousand tons displacement. Moreover, the terminal for general cargo handling was re-constructed, terminal for handling bulk cargo was expanded, were constructed ro-ro/ container terminal, the only specialized ammonia terminal in the Baltic region, potash fertilizer handling terminal etc.
Nowadays Ventspils is believed to be the most attractive Latvian port for investors. In August 2005 grain terminal was opened here. Until September 2006 the port plans to handle 600 thousand tons of grain and thereafter to reach full production capacity - 2.5 mln.tons. It is planned the term of payback will amount to 7 years. Next year coal terminal of 5 mln.tons capacity is planned to be opened in Ventspils.
Speaking of the port of Riga, it should be said that here mostly container cargo is handled (it is the biggest container terminal in the region) as well as coal which takes 42% from the total handling volume. Today port needs serious modernization of electrical systems, motor ways and railways improvement. At present railway reconstruction is being carried out in the port together with Riga railway junction development.
In another Latvian port of Liepaja dynamically developing group "Liepaja Osta LM" provides one third of the port loading volume, mainly it is metals. Now the port stakes on grain. In 2005 the bulk terminal of 500 thousand tons per year capacity was constructed. This very amount of grain is planned to be handled in 2006. Among disadvantages of the port are undeveloped railway infrastructure and poor depth of access duct.
One more country-competitor in the Baltic region is Lithuania. Its major port is Klaipeda. After reconstruction handling capacities of the port expanded up to 35 mln.tons of cargo per year. Ro-ro/ferry berths were constructed here as well as specialized berths for loading cement, liquid fertilizers, liquid bulk and chemical agents, container terminal was also constructed.
In 2006 one more container terminal is planned to be launched of 100 thousand TEU. The programme of expanding and modernization of the port of Klaipeda until 2015 envisages water area dredging up to 18 meters that will allow to handle 20 mln.tons of cargo more.
After dredging port access to oil, liquid fertilizers, bulk and general cargo terminals up to 14 meters, the port will be able to service "Panamax" vessels. In 2006 the port of Klaipeda plans to service vessels on three deep-water berths more for general cargo handling.
Recently the port of Klaipeda has managed to attract cargo from Belarus which exports oil products as well as Belarus Machine-Building Plant production and potash fertilizers. USD 35 mln. was invested into infrastructure specially developed for Belarus cargo. Moreover, Belarus clients should become interested in advantageous services such as fast car return which is possible not only due to fast unload technologies but also thanks to own shunting engines use.
The port is actively developing container handling. Launch of "Viking" and "Mercury" trains, container terminals construction, port accesses dredging, own locomotive park, port equipment modernization - all these factors cause handling volumes growth.
Recently Japanese companies have become interested in the port of Klaipeda: JUCA agency has developed the project of construction of deep-water berths in the area of "Klaipedos Nafta" connected with the shore by railway; depth of port accesses will reach 18 meters and thus, the port will be capable to service Baltmax vessels. The project will be implemented in 2015.
Last year the issue of port of Klaipeda's turnover lagging behind the other Baltic ports results was discussed on the governmental level. In the conclusion there were named major problems that had caused this situation Among them are discriminative policy of Russia within setting railway tariffs, high rates of port duties compared to neighboring ports, and inefficient use of investment.
New nameof Estonian Competitor
According to optimistic forecast in 2010 the ports of Estonia will handle from 29 to 40 mln.tons of cargo. The major Estonian port Tallinn has four harbors including Muuga (major oil, container and bulk terminal of the state) It joins the "Tallinn port" holding and is a free economic zone of a new type (here customs procedures are simplified and cargo can be imported, exported and evaluated). Now the profit of Muuga makes up 20% of the national budget of Estonia.
According to Estonian media, 60% of the port of Muuga is controlled by the Russian share owners via the offshore companies. 80% of cargo of the holding and 90% of the whole volume of Estonian transit is transported via the port. Russian oil handling volumes are constantly increasing, crude oil makes quarter of the volume and the rest part is oil products.
The port operates 6 oil terminals, terminals for handling bulk and general cargo (together with ro-ro), refrigerator cargo terminal, grain terminal, chemical fertilizers terminal - one of the most modern in Eastern Europe which belongs to the Russian holding "Acron".
Muuga CT container terminal is one more step for expanding port services. The project capacity is 2 mln.tons per year, including 150 thousand TEU of container cargo. By 2015 it is planned to reach capacity of 500 thousand TEU.
The second place takes Paldiski port in respect of the size and cargo turnover. It operates 8 berths of 8.5 tо 12 meters depths, including ro-ro berths. The port is deep-water one, practically of non-frozen nature and located closer to Europe than Muuga. Thanks to the fact that it is private commercial structure, there is a chance not only to carry out more flexible in contrast to the state ports price policy but provide high-quality services on cargo handling and storage. In this respect the port is interesting to the Western companies, some lines are already transferring from Muuga to Paldiski.
Last October new Estonian port for container cargo and oil and products handling was opened. It is the port of Sillamyae. Its advantage besides deep-water nature is free economic zone existence. It is the biggest private port in Europe, 50% of its shares belongs to the Russian companies. Moreover, the port has its railway station, locomotives, liquid chemicals berth, two oil products berths, ro-ro berth (12 meters deep), and three berths for general cargo. In future port's capacities are possible to increase up to 20 mln.tons. Sillamyae was designed as a port of "landlord" sort, i.e. it rents infrastructure in long-term lease with the right of construction and development of terminals for independent operators.
Within ports of the North-West region Latvian ports make 45% of cargo turnover, Estonian - 35,1% and Lithuanian - 19,9%. In surrounding of strict competition the ports of the Baltic region attract non-traditional types of cargo actively, search new free niches, work with new technologies dynamically and attract investment. In the near future ports' competition will arise for growing and very attractive for stevedoring companies container cargo flows.
Among advantages of Baltic transit are comfortably located ports, their high-quality services and use of modern information technologies. In fact, opportunity of all-year-round navigation in the ports of the Baltic region is not a crucial factor since dynamics of, for example, the port of Saint-Petersburg shows that payment for ice-breakers services doesn't influence turnover critically.
Despite the Russian ports development and new ones construction, attractiveness of Baltic transit will remain especially in view of boost of export-import cargo flows of Russia, moreover, considering the fact that the EU takes over 50% of foreign trade of the RF and there is also an opportunity to provide transport services to third countries. On the other hand, today significant part of shares of some Baltic ports is controlled by the Russians which is also very important factor.
NADEZHDA VTORUSHINA
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[SECTION_META_DESCRIPTION] => Cargo flows from European countries and Russia traditionally go via the Baltic ports. They are sea port complexes comfortably located and that allow to handle cargo with the least expenditures. Now the ports of the Baltic region unleashed the heated struggle for cargo handling in which general development of transport complex of the rival countries has great importance As a result nowadays the Russian and foreign ports of the North-West region have to expand handling capacities constantly, develop port infrastructures and update technologies.<BR>
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Russia Gains Market
Major cargo transported via the Baltic ports has traditionally been liquid bulk. Oil and products make up 60% from general handling volume. The second place takes coal, chemical fertilizers, metals and timber. However, according to Anatoly Shutka, chairman of the committee on load of the Association of Sea Commercial Ports of Russia, Russian handling complexes for liquid bulk and chemicals are used for over than 90% and sometimes there is a deficit in them.
Not long ago (2003-2005) cargo handling via the Russian ports of the Baltic region almost doubled, and via the foreign ports it increased by one third. High rates of cargo turnover growth were caused by foreign trade volumes boost. In the end of last year the Russian ports of the region were capable of handling 100 mln. tons of cargo, about 20 mln. tons of coal and 10 mln.tons pf chemicals. In experts' forecasts, handling volumes of Russian foreign trade cargo via the North-West ports will be increasing, in particular, in 2006 increase by 15% is expected.
Today great number of large-scale projects have been developed which are directed to strengthening carrying capacities of domestic ports of the North-West basin. According to sub-programme "Sea Transport "Modernization of the transport system of Russia (2002-2020)" forecasted handling volume of the Russian ports in 2010 will amount to 542 mln.tons, 40-45% from which will go via the Russian ports in the Baltic region. Thus, according to plans, production capacities growth here has to make 210 mln.tons of cargo. That was a reason of launch some large-scaled infrastructure projects. Special attention is paid to the following ports development: Murmansk (liquid bulk and coal), Saint-Petersburg (container and general cargo), Ust-Luga (coal, chemicals and containers).
Starting from 2004 the latter has been developing most intensively. It is supposed in 2006 general volume of investment into Ust-Luga including private and state will amount to RUR 8.7 bln. Most part of investment is private funds directed at specialized complexes construction (over RUR 6 bln.). Investment into railways development will make RUR 500 mln. Today's principle of investment into port railway infrastructure and terminals construction is as follows: terminals are constructed in the first turn, investment into railways will made later, which will become certain guarantee of cargo flows being real. Moreover, in 2006 chemicals handling complex and container terminal construction will go on. These two terminals launch are planned for the end of 2007 - beginning of 2008.
Despite the positive tendencies, Russian ports today still find lack in production capacities. In fact, to organize direct transportation between Europe and Russia is beneficial for all trade participants. However, if a vessel is waiting for 6 hours in the port it becomes unprofitable (to make transportation profitable vessel should be loaded and unloaded during a day). In addition, according to forecast made by Finnish carriers, the situation here won't improve in the nearest decade. Moreover, domestic ports have certain problems with logistics. For example, the port of Saint-Petersburg is located uncomfortably, practically in the center of the city which makes carriers' activities more complicated. The situation gets worth due to the fact that the Russian ports today are the most expensive ones in Europe in respect of port duties despite the fact that their service is not perfect at all.
Finnish Ports Advantages
Due to the fact that competition becomes more and more intensive in the Baltic countries target programmes are approved on the national level in order to work out efficient strategy for transport and its infrastructure development. Countries try to develop and carry out flexible customs, price and tariff policy to expand range of transport services provided to foreign partners, including Russian ones.
Considering Russia's location, its intention to launch new own ports in the region as well as new domestic corridors and use already functioning transport chains more efficiently is quite natural. Moreover, the Baltic states' joining the EU and NATO changed their positions on the international arena and Russia has to consider this fact.
Nowadays 23 ports function in Finland alone. High services quality offered by the port complexes and use of latest technical equipment fastens the handling procedures significantly. Helsinki is the biggest port ccomplex of Finland which is capable of handling about 10 mln.tons of cargo annually. According to statistics, most part of cargo flow (85%) make up Finnish export and import. Transit transportation to and from Russia and Estonia takes the rest 15%. The port has certain advantages due to its comfortable geographical location and being close to Russia and Estonia. Size of the port of Helsinki, its capacities and wide range of services bring it to leading positions and allow to handle large cargo volumes.
Another dynamically developing center of transport logistic and forwarding services is the port of Kotka. Port of Kotka is located in the eastern part of the Finnish Gulf. Kotka is the biggest transit port of Finland and the biggest junction of export cargo. The range of services offered by the port includes loading, port operations, warehousing, handling, forwarding, customs registration and transportation. The port has container, bulk, liquid bulk terminals, warehouses for temporary storage of paper and saw timber. In the near future the port territory is planned to be expanded twice. Today the port of Kotka is considered to be one of the most modern and rapidly developing logistic centers of the Baltic region. This port would develop even faster if customs officials of Russia, Finland and the EU managed to agree and introduced unified demands to cargo registration with transfer to electronic mode of receiving data. The Finnish customs is totally ready for such transfer.
The system of interrelation between the port and city is quite interesting and worth mentioning: the city invests into the port development, the land belongs to the port. At the same time "Port of Kotka" is joint-stock company, independent from administration. Its task is port infrastructure development.
Latvia and Lithuania:no unwanted terminals
Ports of another serious competitor - Latvia (Riga, Ventspils and Liepaja) are of strategic importance for the country and "installed" into branchy railway infrastructure. In 1996 the Government of Latvia approved laws on free ports of Riga and Ventspils, as well as free economic zone in Liepaja which were directed to transit business encouraging.
Ventspils today is one of the biggest ports in the Baltic region capable of handling up to 47 mln.tons of cargo, having advantageous location and non-frozen nature. It has always been the most comfortable for handling oil and products. Transit share of Ventspils reached 97% of the whole turnover and oil and products took 70% (20 mln.tons)
In the result of long conflict between Russia and Latvia, which was of political and economic character (tariffs were higher than those of Russian ports by 1.5-2 times), starting from 2003, after construction of the port of Primorsk and launch in 2002 the first stage of the Baltic Pipeline System, oil flow to Ventspils dried up practically. Moreover, in 2004 distribution-handling complex of Lukoil was opened in the port of Vysotsk, and to attract cargo flow towards the Russian ports privileged railway tariffs were introduced. As a result the port of Ventspils found itself in a rather problematic situation.
Now the port is being actively modernized. In 2000 dredging work was held that made possible to service vessels of 100 thousand tons displacement. Moreover, the terminal for general cargo handling was re-constructed, terminal for handling bulk cargo was expanded, were constructed ro-ro/ container terminal, the only specialized ammonia terminal in the Baltic region, potash fertilizer handling terminal etc.
Nowadays Ventspils is believed to be the most attractive Latvian port for investors. In August 2005 grain terminal was opened here. Until September 2006 the port plans to handle 600 thousand tons of grain and thereafter to reach full production capacity - 2.5 mln.tons. It is planned the term of payback will amount to 7 years. Next year coal terminal of 5 mln.tons capacity is planned to be opened in Ventspils.
Speaking of the port of Riga, it should be said that here mostly container cargo is handled (it is the biggest container terminal in the region) as well as coal which takes 42% from the total handling volume. Today port needs serious modernization of electrical systems, motor ways and railways improvement. At present railway reconstruction is being carried out in the port together with Riga railway junction development.
In another Latvian port of Liepaja dynamically developing group "Liepaja Osta LM" provides one third of the port loading volume, mainly it is metals. Now the port stakes on grain. In 2005 the bulk terminal of 500 thousand tons per year capacity was constructed. This very amount of grain is planned to be handled in 2006. Among disadvantages of the port are undeveloped railway infrastructure and poor depth of access duct.
One more country-competitor in the Baltic region is Lithuania. Its major port is Klaipeda. After reconstruction handling capacities of the port expanded up to 35 mln.tons of cargo per year. Ro-ro/ferry berths were constructed here as well as specialized berths for loading cement, liquid fertilizers, liquid bulk and chemical agents, container terminal was also constructed.
In 2006 one more container terminal is planned to be launched of 100 thousand TEU. The programme of expanding and modernization of the port of Klaipeda until 2015 envisages water area dredging up to 18 meters that will allow to handle 20 mln.tons of cargo more.
After dredging port access to oil, liquid fertilizers, bulk and general cargo terminals up to 14 meters, the port will be able to service "Panamax" vessels. In 2006 the port of Klaipeda plans to service vessels on three deep-water berths more for general cargo handling.
Recently the port of Klaipeda has managed to attract cargo from Belarus which exports oil products as well as Belarus Machine-Building Plant production and potash fertilizers. USD 35 mln. was invested into infrastructure specially developed for Belarus cargo. Moreover, Belarus clients should become interested in advantageous services such as fast car return which is possible not only due to fast unload technologies but also thanks to own shunting engines use.
The port is actively developing container handling. Launch of "Viking" and "Mercury" trains, container terminals construction, port accesses dredging, own locomotive park, port equipment modernization - all these factors cause handling volumes growth.
Recently Japanese companies have become interested in the port of Klaipeda: JUCA agency has developed the project of construction of deep-water berths in the area of "Klaipedos Nafta" connected with the shore by railway; depth of port accesses will reach 18 meters and thus, the port will be capable to service Baltmax vessels. The project will be implemented in 2015.
Last year the issue of port of Klaipeda's turnover lagging behind the other Baltic ports results was discussed on the governmental level. In the conclusion there were named major problems that had caused this situation Among them are discriminative policy of Russia within setting railway tariffs, high rates of port duties compared to neighboring ports, and inefficient use of investment.
New nameof Estonian Competitor
According to optimistic forecast in 2010 the ports of Estonia will handle from 29 to 40 mln.tons of cargo. The major Estonian port Tallinn has four harbors including Muuga (major oil, container and bulk terminal of the state) It joins the "Tallinn port" holding and is a free economic zone of a new type (here customs procedures are simplified and cargo can be imported, exported and evaluated). Now the profit of Muuga makes up 20% of the national budget of Estonia.
According to Estonian media, 60% of the port of Muuga is controlled by the Russian share owners via the offshore companies. 80% of cargo of the holding and 90% of the whole volume of Estonian transit is transported via the port. Russian oil handling volumes are constantly increasing, crude oil makes quarter of the volume and the rest part is oil products.
The port operates 6 oil terminals, terminals for handling bulk and general cargo (together with ro-ro), refrigerator cargo terminal, grain terminal, chemical fertilizers terminal - one of the most modern in Eastern Europe which belongs to the Russian holding "Acron".
Muuga CT container terminal is one more step for expanding port services. The project capacity is 2 mln.tons per year, including 150 thousand TEU of container cargo. By 2015 it is planned to reach capacity of 500 thousand TEU.
The second place takes Paldiski port in respect of the size and cargo turnover. It operates 8 berths of 8.5 tо 12 meters depths, including ro-ro berths. The port is deep-water one, practically of non-frozen nature and located closer to Europe than Muuga. Thanks to the fact that it is private commercial structure, there is a chance not only to carry out more flexible in contrast to the state ports price policy but provide high-quality services on cargo handling and storage. In this respect the port is interesting to the Western companies, some lines are already transferring from Muuga to Paldiski.
Last October new Estonian port for container cargo and oil and products handling was opened. It is the port of Sillamyae. Its advantage besides deep-water nature is free economic zone existence. It is the biggest private port in Europe, 50% of its shares belongs to the Russian companies. Moreover, the port has its railway station, locomotives, liquid chemicals berth, two oil products berths, ro-ro berth (12 meters deep), and three berths for general cargo. In future port's capacities are possible to increase up to 20 mln.tons. Sillamyae was designed as a port of "landlord" sort, i.e. it rents infrastructure in long-term lease with the right of construction and development of terminals for independent operators.
Within ports of the North-West region Latvian ports make 45% of cargo turnover, Estonian - 35,1% and Lithuanian - 19,9%. In surrounding of strict competition the ports of the Baltic region attract non-traditional types of cargo actively, search new free niches, work with new technologies dynamically and attract investment. In the near future ports' competition will arise for growing and very attractive for stevedoring companies container cargo flows.
Among advantages of Baltic transit are comfortably located ports, their high-quality services and use of modern information technologies. In fact, opportunity of all-year-round navigation in the ports of the Baltic region is not a crucial factor since dynamics of, for example, the port of Saint-Petersburg shows that payment for ice-breakers services doesn't influence turnover critically.
Despite the Russian ports development and new ones construction, attractiveness of Baltic transit will remain especially in view of boost of export-import cargo flows of Russia, moreover, considering the fact that the EU takes over 50% of foreign trade of the RF and there is also an opportunity to provide transport services to third countries. On the other hand, today significant part of shares of some Baltic ports is controlled by the Russians which is also very important factor.
NADEZHDA VTORUSHINA
[~DETAIL_TEXT] =>
Russia Gains Market
Major cargo transported via the Baltic ports has traditionally been liquid bulk. Oil and products make up 60% from general handling volume. The second place takes coal, chemical fertilizers, metals and timber. However, according to Anatoly Shutka, chairman of the committee on load of the Association of Sea Commercial Ports of Russia, Russian handling complexes for liquid bulk and chemicals are used for over than 90% and sometimes there is a deficit in them.
Not long ago (2003-2005) cargo handling via the Russian ports of the Baltic region almost doubled, and via the foreign ports it increased by one third. High rates of cargo turnover growth were caused by foreign trade volumes boost. In the end of last year the Russian ports of the region were capable of handling 100 mln. tons of cargo, about 20 mln. tons of coal and 10 mln.tons pf chemicals. In experts' forecasts, handling volumes of Russian foreign trade cargo via the North-West ports will be increasing, in particular, in 2006 increase by 15% is expected.
Today great number of large-scale projects have been developed which are directed to strengthening carrying capacities of domestic ports of the North-West basin. According to sub-programme "Sea Transport "Modernization of the transport system of Russia (2002-2020)" forecasted handling volume of the Russian ports in 2010 will amount to 542 mln.tons, 40-45% from which will go via the Russian ports in the Baltic region. Thus, according to plans, production capacities growth here has to make 210 mln.tons of cargo. That was a reason of launch some large-scaled infrastructure projects. Special attention is paid to the following ports development: Murmansk (liquid bulk and coal), Saint-Petersburg (container and general cargo), Ust-Luga (coal, chemicals and containers).
Starting from 2004 the latter has been developing most intensively. It is supposed in 2006 general volume of investment into Ust-Luga including private and state will amount to RUR 8.7 bln. Most part of investment is private funds directed at specialized complexes construction (over RUR 6 bln.). Investment into railways development will make RUR 500 mln. Today's principle of investment into port railway infrastructure and terminals construction is as follows: terminals are constructed in the first turn, investment into railways will made later, which will become certain guarantee of cargo flows being real. Moreover, in 2006 chemicals handling complex and container terminal construction will go on. These two terminals launch are planned for the end of 2007 - beginning of 2008.
Despite the positive tendencies, Russian ports today still find lack in production capacities. In fact, to organize direct transportation between Europe and Russia is beneficial for all trade participants. However, if a vessel is waiting for 6 hours in the port it becomes unprofitable (to make transportation profitable vessel should be loaded and unloaded during a day). In addition, according to forecast made by Finnish carriers, the situation here won't improve in the nearest decade. Moreover, domestic ports have certain problems with logistics. For example, the port of Saint-Petersburg is located uncomfortably, practically in the center of the city which makes carriers' activities more complicated. The situation gets worth due to the fact that the Russian ports today are the most expensive ones in Europe in respect of port duties despite the fact that their service is not perfect at all.
Finnish Ports Advantages
Due to the fact that competition becomes more and more intensive in the Baltic countries target programmes are approved on the national level in order to work out efficient strategy for transport and its infrastructure development. Countries try to develop and carry out flexible customs, price and tariff policy to expand range of transport services provided to foreign partners, including Russian ones.
Considering Russia's location, its intention to launch new own ports in the region as well as new domestic corridors and use already functioning transport chains more efficiently is quite natural. Moreover, the Baltic states' joining the EU and NATO changed their positions on the international arena and Russia has to consider this fact.
Nowadays 23 ports function in Finland alone. High services quality offered by the port complexes and use of latest technical equipment fastens the handling procedures significantly. Helsinki is the biggest port ccomplex of Finland which is capable of handling about 10 mln.tons of cargo annually. According to statistics, most part of cargo flow (85%) make up Finnish export and import. Transit transportation to and from Russia and Estonia takes the rest 15%. The port has certain advantages due to its comfortable geographical location and being close to Russia and Estonia. Size of the port of Helsinki, its capacities and wide range of services bring it to leading positions and allow to handle large cargo volumes.
Another dynamically developing center of transport logistic and forwarding services is the port of Kotka. Port of Kotka is located in the eastern part of the Finnish Gulf. Kotka is the biggest transit port of Finland and the biggest junction of export cargo. The range of services offered by the port includes loading, port operations, warehousing, handling, forwarding, customs registration and transportation. The port has container, bulk, liquid bulk terminals, warehouses for temporary storage of paper and saw timber. In the near future the port territory is planned to be expanded twice. Today the port of Kotka is considered to be one of the most modern and rapidly developing logistic centers of the Baltic region. This port would develop even faster if customs officials of Russia, Finland and the EU managed to agree and introduced unified demands to cargo registration with transfer to electronic mode of receiving data. The Finnish customs is totally ready for such transfer.
The system of interrelation between the port and city is quite interesting and worth mentioning: the city invests into the port development, the land belongs to the port. At the same time "Port of Kotka" is joint-stock company, independent from administration. Its task is port infrastructure development.
Latvia and Lithuania:no unwanted terminals
Ports of another serious competitor - Latvia (Riga, Ventspils and Liepaja) are of strategic importance for the country and "installed" into branchy railway infrastructure. In 1996 the Government of Latvia approved laws on free ports of Riga and Ventspils, as well as free economic zone in Liepaja which were directed to transit business encouraging.
Ventspils today is one of the biggest ports in the Baltic region capable of handling up to 47 mln.tons of cargo, having advantageous location and non-frozen nature. It has always been the most comfortable for handling oil and products. Transit share of Ventspils reached 97% of the whole turnover and oil and products took 70% (20 mln.tons)
In the result of long conflict between Russia and Latvia, which was of political and economic character (tariffs were higher than those of Russian ports by 1.5-2 times), starting from 2003, after construction of the port of Primorsk and launch in 2002 the first stage of the Baltic Pipeline System, oil flow to Ventspils dried up practically. Moreover, in 2004 distribution-handling complex of Lukoil was opened in the port of Vysotsk, and to attract cargo flow towards the Russian ports privileged railway tariffs were introduced. As a result the port of Ventspils found itself in a rather problematic situation.
Now the port is being actively modernized. In 2000 dredging work was held that made possible to service vessels of 100 thousand tons displacement. Moreover, the terminal for general cargo handling was re-constructed, terminal for handling bulk cargo was expanded, were constructed ro-ro/ container terminal, the only specialized ammonia terminal in the Baltic region, potash fertilizer handling terminal etc.
Nowadays Ventspils is believed to be the most attractive Latvian port for investors. In August 2005 grain terminal was opened here. Until September 2006 the port plans to handle 600 thousand tons of grain and thereafter to reach full production capacity - 2.5 mln.tons. It is planned the term of payback will amount to 7 years. Next year coal terminal of 5 mln.tons capacity is planned to be opened in Ventspils.
Speaking of the port of Riga, it should be said that here mostly container cargo is handled (it is the biggest container terminal in the region) as well as coal which takes 42% from the total handling volume. Today port needs serious modernization of electrical systems, motor ways and railways improvement. At present railway reconstruction is being carried out in the port together with Riga railway junction development.
In another Latvian port of Liepaja dynamically developing group "Liepaja Osta LM" provides one third of the port loading volume, mainly it is metals. Now the port stakes on grain. In 2005 the bulk terminal of 500 thousand tons per year capacity was constructed. This very amount of grain is planned to be handled in 2006. Among disadvantages of the port are undeveloped railway infrastructure and poor depth of access duct.
One more country-competitor in the Baltic region is Lithuania. Its major port is Klaipeda. After reconstruction handling capacities of the port expanded up to 35 mln.tons of cargo per year. Ro-ro/ferry berths were constructed here as well as specialized berths for loading cement, liquid fertilizers, liquid bulk and chemical agents, container terminal was also constructed.
In 2006 one more container terminal is planned to be launched of 100 thousand TEU. The programme of expanding and modernization of the port of Klaipeda until 2015 envisages water area dredging up to 18 meters that will allow to handle 20 mln.tons of cargo more.
After dredging port access to oil, liquid fertilizers, bulk and general cargo terminals up to 14 meters, the port will be able to service "Panamax" vessels. In 2006 the port of Klaipeda plans to service vessels on three deep-water berths more for general cargo handling.
Recently the port of Klaipeda has managed to attract cargo from Belarus which exports oil products as well as Belarus Machine-Building Plant production and potash fertilizers. USD 35 mln. was invested into infrastructure specially developed for Belarus cargo. Moreover, Belarus clients should become interested in advantageous services such as fast car return which is possible not only due to fast unload technologies but also thanks to own shunting engines use.
The port is actively developing container handling. Launch of "Viking" and "Mercury" trains, container terminals construction, port accesses dredging, own locomotive park, port equipment modernization - all these factors cause handling volumes growth.
Recently Japanese companies have become interested in the port of Klaipeda: JUCA agency has developed the project of construction of deep-water berths in the area of "Klaipedos Nafta" connected with the shore by railway; depth of port accesses will reach 18 meters and thus, the port will be capable to service Baltmax vessels. The project will be implemented in 2015.
Last year the issue of port of Klaipeda's turnover lagging behind the other Baltic ports results was discussed on the governmental level. In the conclusion there were named major problems that had caused this situation Among them are discriminative policy of Russia within setting railway tariffs, high rates of port duties compared to neighboring ports, and inefficient use of investment.
New nameof Estonian Competitor
According to optimistic forecast in 2010 the ports of Estonia will handle from 29 to 40 mln.tons of cargo. The major Estonian port Tallinn has four harbors including Muuga (major oil, container and bulk terminal of the state) It joins the "Tallinn port" holding and is a free economic zone of a new type (here customs procedures are simplified and cargo can be imported, exported and evaluated). Now the profit of Muuga makes up 20% of the national budget of Estonia.
According to Estonian media, 60% of the port of Muuga is controlled by the Russian share owners via the offshore companies. 80% of cargo of the holding and 90% of the whole volume of Estonian transit is transported via the port. Russian oil handling volumes are constantly increasing, crude oil makes quarter of the volume and the rest part is oil products.
The port operates 6 oil terminals, terminals for handling bulk and general cargo (together with ro-ro), refrigerator cargo terminal, grain terminal, chemical fertilizers terminal - one of the most modern in Eastern Europe which belongs to the Russian holding "Acron".
Muuga CT container terminal is one more step for expanding port services. The project capacity is 2 mln.tons per year, including 150 thousand TEU of container cargo. By 2015 it is planned to reach capacity of 500 thousand TEU.
The second place takes Paldiski port in respect of the size and cargo turnover. It operates 8 berths of 8.5 tо 12 meters depths, including ro-ro berths. The port is deep-water one, practically of non-frozen nature and located closer to Europe than Muuga. Thanks to the fact that it is private commercial structure, there is a chance not only to carry out more flexible in contrast to the state ports price policy but provide high-quality services on cargo handling and storage. In this respect the port is interesting to the Western companies, some lines are already transferring from Muuga to Paldiski.
Last October new Estonian port for container cargo and oil and products handling was opened. It is the port of Sillamyae. Its advantage besides deep-water nature is free economic zone existence. It is the biggest private port in Europe, 50% of its shares belongs to the Russian companies. Moreover, the port has its railway station, locomotives, liquid chemicals berth, two oil products berths, ro-ro berth (12 meters deep), and three berths for general cargo. In future port's capacities are possible to increase up to 20 mln.tons. Sillamyae was designed as a port of "landlord" sort, i.e. it rents infrastructure in long-term lease with the right of construction and development of terminals for independent operators.
Within ports of the North-West region Latvian ports make 45% of cargo turnover, Estonian - 35,1% and Lithuanian - 19,9%. In surrounding of strict competition the ports of the Baltic region attract non-traditional types of cargo actively, search new free niches, work with new technologies dynamically and attract investment. In the near future ports' competition will arise for growing and very attractive for stevedoring companies container cargo flows.
Among advantages of Baltic transit are comfortably located ports, their high-quality services and use of modern information technologies. In fact, opportunity of all-year-round navigation in the ports of the Baltic region is not a crucial factor since dynamics of, for example, the port of Saint-Petersburg shows that payment for ice-breakers services doesn't influence turnover critically.
Despite the Russian ports development and new ones construction, attractiveness of Baltic transit will remain especially in view of boost of export-import cargo flows of Russia, moreover, considering the fact that the EU takes over 50% of foreign trade of the RF and there is also an opportunity to provide transport services to third countries. On the other hand, today significant part of shares of some Baltic ports is controlled by the Russians which is also very important factor.
NADEZHDA VTORUSHINA
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Thus, a large number of bans on transportation to Russian sea ports and border crossings was the most serious obstacle to the work of adjacent transport modes at the beginning of the year. Thus, in Q1 of 2006, 111 conventions were announced (in particular, 43 for the routes leading to the Russian port stations, and 35 for routes leading to the port stations of Ukraine and the Baltic states). The necessity of such a decision was reasoned by poor weather conditions: snow storms, strong wind and storms made it impossible to moor vessels to the terminals' wharfs. Consequently, the lack of opportunity to load and unload wagons led to the overaccumulation of wagons on the railway approaches to ports.
The ports serviced by the North-Caucasian Railway (the Azov Sea and the Black Sea basins) are considered the most problematic: Eysk (47 days), Temryuk (42 days), Kavkaz (28 days), Grushevaya (18 days). Next come the ports of the North-Western region: Vysotsk (16 days), Ust-Luga (7 days), Murmansk (5 days), White Sea (5 days). In the Far Eastern region the following ports are considered problematic: Nakhodka-Vostochnaya (20 days), Krabovaya (10 days), Posyet (6 days).
Since the beginning of the first stage of tariff unification in 2001, Russian ports have received unprecedented tariff preferences. The idea was that having an opportunity to attract additional cargo volumes for handling, ports would invest their superprofit in the development of handling capacities to reach the state strategic target aimed at the development of the country's transport potential. Most consignors used the preferences at once and switched their cargo flows to the Russian port terminals. At the same time it turned out that the infrastructure of the Russian railways, as well as of the existing terminal capacities, was not ready to service such a cargo volume. Fortunately, railmen and portmen reached a compromise and started to invest in the development of their infrastructures.
Nowadays, the handling capacities of most port railways stations correspond to the design port capacities. However, jams on railway approaches to ports are still a problem in the peak periods (especially in winter), and the only regulating instrument is the implementation of bans.
One of the main reasons for it is the dependence of port terminals and railways functioning on weather conditions and on the seasonal nature of transportation. Meanwhile, it should be pointed out that while weather changes in a certain season can be forecasted, portmen continue to declare volumes for handling in accordance with the port design capacities, and after they blame either weather conditions or the railmen for excessively fast train arrivals.
The analysts of OAO RZD examined the technical capacities of the port railway stations and found out the following. It is true that the handling capacities of some port terminals exceed the capacity of the railway station which services them. However, the design capacity declared by the ports is the maximum one and is only possible to reach if a number of favourable conditions take place: good weather, spare warehousing areas, vessels arriving on time etc, i.e. there can be maximum loading-unloading only if the logistic chain of cooperation of all the adjacent transport modes is perfect. Thus, even if a port fulfills its unloading norms, the amount of wagons idling at the port railways and waiting to be unloaded does not reduce.
As a result, experts believe that the problem of work improvement in the transport junctions, consolidating cargo owners, forwarders, shipping, stevedoring and other companies, as well as railways, should be discussed and solved, taking into consideration a number of economic and legislative aspects.
Many ports now use the direct version of cargo loading to a vessel - the so-called "wagon-vessel" scheme, without using warehousing areas, which minimizes expenses on loading-unloading works. However, it can suit OAO RZD only if a port pays an additional due to OAO RZD (envisaged by a separate contract) for each wagon/hour of idling, while wagons are waiting for a vessel consignment accumulation and for being unloaded.
Often ports, where there are many stevedoring companies, turn into some sort of a stock exchange, where the export freight is sold and purchased. If prices for some goods are unstable on the foreign market, the traders are not interested in speeding up the freight turnover. Waiting for a favourable price situation, they slow down the trade of the freight delivered to the port, and stop the unloading process. Another factor, which slows down freight transportation via ports, is that in the post-Soviet era the share of cargo delivery on FOB terms increased significantly. At the same time, FAS terms are often hidden behind the FOB terms. However, using of the delivery model on CIF terms could significantly speed up the goods turnover in the port, as well as the port's throughput, because both stevedoring and forwarding companies would be interested in delivering the freight to the destination point as fast as possible.
At the same time, the presence of a large amount of stevedoring, forwarding and other companies in the port makes the efficient use of the port's warehousing capacities complicated, because when transporting cargo to a consignee who has exhausted his warehousing capacities, unloading of wagons can be stopped in the ports, even if there are spare warehousing areas belonging to other consignees. Meanwhile, the port, which has a contract with the railway, cannot put pressure on the above mentioned subjects of the transport market to take fast measures and to use the port's warehousing territories efficiently. This situation became even worse because the system of ports' specialization used in the USSR before the 1990-s was destroyed. Nowadays every port strives for handling the most profitable freight, not taking into account the necessity to change its technological processes regularly and the additional losses suffered by railmen.
There have been attempts to solve the problem by concluding contracts of mutual responsibility. In particular, such contracts envisaged financial fines for wagons' staying on the territory of a terminal for a period of time that exceeded the norm. However, portmen were not eager to sign such contracts. It can be explained by the fact that ports are not cargo owners. The real responsibility pertains to the cargo owner who decides on the creation of a logistic chain, attracts co-workers and arranges the charter. But he is often excluded from the technological chain, because the consignor - a forwarding company or a company-operator - acts on behalf of the cargo owner. Thus, it is possible to solve the problems of cooperation with ports only on the basis of a complex and systematic approach. From the normative point of view, it is necessary to reconsider the Rules of export and import cargoes transportation in indirect intermodal railway and water communication. From the economic point of view, it is necessary to implement mutual financial responsibility of adjacent transport modes on the basis of standard normative contracts. Besides, a system of logistic terminals should be launched.
However, practice shows that logistic terminals are not able to solve the emerging problems. In fact, they work as forwarding companies, offering local logistic solutions and free warehousing capacities to clients.
The main problem is the misbalance of responsibility for wagons idling when being unloaded and waiting for it, as well as the different positions of the transportation process participants. When organizing export transportation to ports, the railway has to take into consideration the factors to which it usually pays little attention. At the same time, irregular delivery cannot be considered a problem, since no one has called it "a problem". For example, if Novokuznetsk Metal Works (North Siberia) loads regularly (for example, 4 trains on Tuesday) to some Caspian port or to the port of Novorossiysk, and the Navashinsky Plant (Gorkov region) regularly loads three trains on Sundays, all these trains will arrive to the port simultaneously on Thursday, so there will be train accumulation, and too much cargo will be delivered, thus, the port's handling capacities will be overloaded. And if we take into consideration the whole network, it will be clear that it is a difficult mathematical problem. It is possible to solve it only if all the participants of the transportation process come to an agreement.
TATYANA TOKAREVA
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Thus, a large number of bans on transportation to Russian sea ports and border crossings was the most serious obstacle to the work of adjacent transport modes at the beginning of the year. Thus, in Q1 of 2006, 111 conventions were announced (in particular, 43 for the routes leading to the Russian port stations, and 35 for routes leading to the port stations of Ukraine and the Baltic states). The necessity of such a decision was reasoned by poor weather conditions: snow storms, strong wind and storms made it impossible to moor vessels to the terminals' wharfs. Consequently, the lack of opportunity to load and unload wagons led to the overaccumulation of wagons on the railway approaches to ports.
The ports serviced by the North-Caucasian Railway (the Azov Sea and the Black Sea basins) are considered the most problematic: Eysk (47 days), Temryuk (42 days), Kavkaz (28 days), Grushevaya (18 days). Next come the ports of the North-Western region: Vysotsk (16 days), Ust-Luga (7 days), Murmansk (5 days), White Sea (5 days). In the Far Eastern region the following ports are considered problematic: Nakhodka-Vostochnaya (20 days), Krabovaya (10 days), Posyet (6 days).
Since the beginning of the first stage of tariff unification in 2001, Russian ports have received unprecedented tariff preferences. The idea was that having an opportunity to attract additional cargo volumes for handling, ports would invest their superprofit in the development of handling capacities to reach the state strategic target aimed at the development of the country's transport potential. Most consignors used the preferences at once and switched their cargo flows to the Russian port terminals. At the same time it turned out that the infrastructure of the Russian railways, as well as of the existing terminal capacities, was not ready to service such a cargo volume. Fortunately, railmen and portmen reached a compromise and started to invest in the development of their infrastructures.
Nowadays, the handling capacities of most port railways stations correspond to the design port capacities. However, jams on railway approaches to ports are still a problem in the peak periods (especially in winter), and the only regulating instrument is the implementation of bans.
One of the main reasons for it is the dependence of port terminals and railways functioning on weather conditions and on the seasonal nature of transportation. Meanwhile, it should be pointed out that while weather changes in a certain season can be forecasted, portmen continue to declare volumes for handling in accordance with the port design capacities, and after they blame either weather conditions or the railmen for excessively fast train arrivals.
The analysts of OAO RZD examined the technical capacities of the port railway stations and found out the following. It is true that the handling capacities of some port terminals exceed the capacity of the railway station which services them. However, the design capacity declared by the ports is the maximum one and is only possible to reach if a number of favourable conditions take place: good weather, spare warehousing areas, vessels arriving on time etc, i.e. there can be maximum loading-unloading only if the logistic chain of cooperation of all the adjacent transport modes is perfect. Thus, even if a port fulfills its unloading norms, the amount of wagons idling at the port railways and waiting to be unloaded does not reduce.
As a result, experts believe that the problem of work improvement in the transport junctions, consolidating cargo owners, forwarders, shipping, stevedoring and other companies, as well as railways, should be discussed and solved, taking into consideration a number of economic and legislative aspects.
Many ports now use the direct version of cargo loading to a vessel - the so-called "wagon-vessel" scheme, without using warehousing areas, which minimizes expenses on loading-unloading works. However, it can suit OAO RZD only if a port pays an additional due to OAO RZD (envisaged by a separate contract) for each wagon/hour of idling, while wagons are waiting for a vessel consignment accumulation and for being unloaded.
Often ports, where there are many stevedoring companies, turn into some sort of a stock exchange, where the export freight is sold and purchased. If prices for some goods are unstable on the foreign market, the traders are not interested in speeding up the freight turnover. Waiting for a favourable price situation, they slow down the trade of the freight delivered to the port, and stop the unloading process. Another factor, which slows down freight transportation via ports, is that in the post-Soviet era the share of cargo delivery on FOB terms increased significantly. At the same time, FAS terms are often hidden behind the FOB terms. However, using of the delivery model on CIF terms could significantly speed up the goods turnover in the port, as well as the port's throughput, because both stevedoring and forwarding companies would be interested in delivering the freight to the destination point as fast as possible.
At the same time, the presence of a large amount of stevedoring, forwarding and other companies in the port makes the efficient use of the port's warehousing capacities complicated, because when transporting cargo to a consignee who has exhausted his warehousing capacities, unloading of wagons can be stopped in the ports, even if there are spare warehousing areas belonging to other consignees. Meanwhile, the port, which has a contract with the railway, cannot put pressure on the above mentioned subjects of the transport market to take fast measures and to use the port's warehousing territories efficiently. This situation became even worse because the system of ports' specialization used in the USSR before the 1990-s was destroyed. Nowadays every port strives for handling the most profitable freight, not taking into account the necessity to change its technological processes regularly and the additional losses suffered by railmen.
There have been attempts to solve the problem by concluding contracts of mutual responsibility. In particular, such contracts envisaged financial fines for wagons' staying on the territory of a terminal for a period of time that exceeded the norm. However, portmen were not eager to sign such contracts. It can be explained by the fact that ports are not cargo owners. The real responsibility pertains to the cargo owner who decides on the creation of a logistic chain, attracts co-workers and arranges the charter. But he is often excluded from the technological chain, because the consignor - a forwarding company or a company-operator - acts on behalf of the cargo owner. Thus, it is possible to solve the problems of cooperation with ports only on the basis of a complex and systematic approach. From the normative point of view, it is necessary to reconsider the Rules of export and import cargoes transportation in indirect intermodal railway and water communication. From the economic point of view, it is necessary to implement mutual financial responsibility of adjacent transport modes on the basis of standard normative contracts. Besides, a system of logistic terminals should be launched.
However, practice shows that logistic terminals are not able to solve the emerging problems. In fact, they work as forwarding companies, offering local logistic solutions and free warehousing capacities to clients.
The main problem is the misbalance of responsibility for wagons idling when being unloaded and waiting for it, as well as the different positions of the transportation process participants. When organizing export transportation to ports, the railway has to take into consideration the factors to which it usually pays little attention. At the same time, irregular delivery cannot be considered a problem, since no one has called it "a problem". For example, if Novokuznetsk Metal Works (North Siberia) loads regularly (for example, 4 trains on Tuesday) to some Caspian port or to the port of Novorossiysk, and the Navashinsky Plant (Gorkov region) regularly loads three trains on Sundays, all these trains will arrive to the port simultaneously on Thursday, so there will be train accumulation, and too much cargo will be delivered, thus, the port's handling capacities will be overloaded. And if we take into consideration the whole network, it will be clear that it is a difficult mathematical problem. It is possible to solve it only if all the participants of the transportation process come to an agreement.
TATYANA TOKAREVA
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Thus, a large number of bans on transportation to Russian sea ports and border crossings was the most serious obstacle to the work of adjacent transport modes at the beginning of the year. Thus, in Q1 of 2006, 111 conventions were announced (in particular, 43 for the routes leading to the Russian port stations, and 35 for routes leading to the port stations of Ukraine and the Baltic states). The necessity of such a decision was reasoned by poor weather conditions: snow storms, strong wind and storms made it impossible to moor vessels to the terminals' wharfs. Consequently, the lack of opportunity to load and unload wagons led to the overaccumulation of wagons on the railway approaches to ports.
The ports serviced by the North-Caucasian Railway (the Azov Sea and the Black Sea basins) are considered the most problematic: Eysk (47 days), Temryuk (42 days), Kavkaz (28 days), Grushevaya (18 days). Next come the ports of the North-Western region: Vysotsk (16 days), Ust-Luga (7 days), Murmansk (5 days), White Sea (5 days). In the Far Eastern region the following ports are considered problematic: Nakhodka-Vostochnaya (20 days), Krabovaya (10 days), Posyet (6 days).
Since the beginning of the first stage of tariff unification in 2001, Russian ports have received unprecedented tariff preferences. The idea was that having an opportunity to attract additional cargo volumes for handling, ports would invest their superprofit in the development of handling capacities to reach the state strategic target aimed at the development of the country's transport potential. Most consignors used the preferences at once and switched their cargo flows to the Russian port terminals. At the same time it turned out that the infrastructure of the Russian railways, as well as of the existing terminal capacities, was not ready to service such a cargo volume. Fortunately, railmen and portmen reached a compromise and started to invest in the development of their infrastructures.
Nowadays, the handling capacities of most port railways stations correspond to the design port capacities. However, jams on railway approaches to ports are still a problem in the peak periods (especially in winter), and the only regulating instrument is the implementation of bans.
One of the main reasons for it is the dependence of port terminals and railways functioning on weather conditions and on the seasonal nature of transportation. Meanwhile, it should be pointed out that while weather changes in a certain season can be forecasted, portmen continue to declare volumes for handling in accordance with the port design capacities, and after they blame either weather conditions or the railmen for excessively fast train arrivals.
The analysts of OAO RZD examined the technical capacities of the port railway stations and found out the following. It is true that the handling capacities of some port terminals exceed the capacity of the railway station which services them. However, the design capacity declared by the ports is the maximum one and is only possible to reach if a number of favourable conditions take place: good weather, spare warehousing areas, vessels arriving on time etc, i.e. there can be maximum loading-unloading only if the logistic chain of cooperation of all the adjacent transport modes is perfect. Thus, even if a port fulfills its unloading norms, the amount of wagons idling at the port railways and waiting to be unloaded does not reduce.
As a result, experts believe that the problem of work improvement in the transport junctions, consolidating cargo owners, forwarders, shipping, stevedoring and other companies, as well as railways, should be discussed and solved, taking into consideration a number of economic and legislative aspects.
Many ports now use the direct version of cargo loading to a vessel - the so-called "wagon-vessel" scheme, without using warehousing areas, which minimizes expenses on loading-unloading works. However, it can suit OAO RZD only if a port pays an additional due to OAO RZD (envisaged by a separate contract) for each wagon/hour of idling, while wagons are waiting for a vessel consignment accumulation and for being unloaded.
Often ports, where there are many stevedoring companies, turn into some sort of a stock exchange, where the export freight is sold and purchased. If prices for some goods are unstable on the foreign market, the traders are not interested in speeding up the freight turnover. Waiting for a favourable price situation, they slow down the trade of the freight delivered to the port, and stop the unloading process. Another factor, which slows down freight transportation via ports, is that in the post-Soviet era the share of cargo delivery on FOB terms increased significantly. At the same time, FAS terms are often hidden behind the FOB terms. However, using of the delivery model on CIF terms could significantly speed up the goods turnover in the port, as well as the port's throughput, because both stevedoring and forwarding companies would be interested in delivering the freight to the destination point as fast as possible.
At the same time, the presence of a large amount of stevedoring, forwarding and other companies in the port makes the efficient use of the port's warehousing capacities complicated, because when transporting cargo to a consignee who has exhausted his warehousing capacities, unloading of wagons can be stopped in the ports, even if there are spare warehousing areas belonging to other consignees. Meanwhile, the port, which has a contract with the railway, cannot put pressure on the above mentioned subjects of the transport market to take fast measures and to use the port's warehousing territories efficiently. This situation became even worse because the system of ports' specialization used in the USSR before the 1990-s was destroyed. Nowadays every port strives for handling the most profitable freight, not taking into account the necessity to change its technological processes regularly and the additional losses suffered by railmen.
There have been attempts to solve the problem by concluding contracts of mutual responsibility. In particular, such contracts envisaged financial fines for wagons' staying on the territory of a terminal for a period of time that exceeded the norm. However, portmen were not eager to sign such contracts. It can be explained by the fact that ports are not cargo owners. The real responsibility pertains to the cargo owner who decides on the creation of a logistic chain, attracts co-workers and arranges the charter. But he is often excluded from the technological chain, because the consignor - a forwarding company or a company-operator - acts on behalf of the cargo owner. Thus, it is possible to solve the problems of cooperation with ports only on the basis of a complex and systematic approach. From the normative point of view, it is necessary to reconsider the Rules of export and import cargoes transportation in indirect intermodal railway and water communication. From the economic point of view, it is necessary to implement mutual financial responsibility of adjacent transport modes on the basis of standard normative contracts. Besides, a system of logistic terminals should be launched.
However, practice shows that logistic terminals are not able to solve the emerging problems. In fact, they work as forwarding companies, offering local logistic solutions and free warehousing capacities to clients.
The main problem is the misbalance of responsibility for wagons idling when being unloaded and waiting for it, as well as the different positions of the transportation process participants. When organizing export transportation to ports, the railway has to take into consideration the factors to which it usually pays little attention. At the same time, irregular delivery cannot be considered a problem, since no one has called it "a problem". For example, if Novokuznetsk Metal Works (North Siberia) loads regularly (for example, 4 trains on Tuesday) to some Caspian port or to the port of Novorossiysk, and the Navashinsky Plant (Gorkov region) regularly loads three trains on Sundays, all these trains will arrive to the port simultaneously on Thursday, so there will be train accumulation, and too much cargo will be delivered, thus, the port's handling capacities will be overloaded. And if we take into consideration the whole network, it will be clear that it is a difficult mathematical problem. It is possible to solve it only if all the participants of the transportation process come to an agreement.
TATYANA TOKAREVA
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The ports serviced by the North-Caucasian Railway (the Azov Sea and the Black Sea basins) are considered the most problematic: Eysk (47 days), Temryuk (42 days), Kavkaz (28 days), Grushevaya (18 days). Next come the ports of the North-Western region: Vysotsk (16 days), Ust-Luga (7 days), Murmansk (5 days), White Sea (5 days). In the Far Eastern region the following ports are considered problematic: Nakhodka-Vostochnaya (20 days), Krabovaya (10 days), Posyet (6 days).
Since the beginning of the first stage of tariff unification in 2001, Russian ports have received unprecedented tariff preferences. The idea was that having an opportunity to attract additional cargo volumes for handling, ports would invest their superprofit in the development of handling capacities to reach the state strategic target aimed at the development of the country's transport potential. Most consignors used the preferences at once and switched their cargo flows to the Russian port terminals. At the same time it turned out that the infrastructure of the Russian railways, as well as of the existing terminal capacities, was not ready to service such a cargo volume. Fortunately, railmen and portmen reached a compromise and started to invest in the development of their infrastructures.
Nowadays, the handling capacities of most port railways stations correspond to the design port capacities. However, jams on railway approaches to ports are still a problem in the peak periods (especially in winter), and the only regulating instrument is the implementation of bans.
One of the main reasons for it is the dependence of port terminals and railways functioning on weather conditions and on the seasonal nature of transportation. Meanwhile, it should be pointed out that while weather changes in a certain season can be forecasted, portmen continue to declare volumes for handling in accordance with the port design capacities, and after they blame either weather conditions or the railmen for excessively fast train arrivals.
The analysts of OAO RZD examined the technical capacities of the port railway stations and found out the following. It is true that the handling capacities of some port terminals exceed the capacity of the railway station which services them. However, the design capacity declared by the ports is the maximum one and is only possible to reach if a number of favourable conditions take place: good weather, spare warehousing areas, vessels arriving on time etc, i.e. there can be maximum loading-unloading only if the logistic chain of cooperation of all the adjacent transport modes is perfect. Thus, even if a port fulfills its unloading norms, the amount of wagons idling at the port railways and waiting to be unloaded does not reduce.
As a result, experts believe that the problem of work improvement in the transport junctions, consolidating cargo owners, forwarders, shipping, stevedoring and other companies, as well as railways, should be discussed and solved, taking into consideration a number of economic and legislative aspects.
Many ports now use the direct version of cargo loading to a vessel - the so-called "wagon-vessel" scheme, without using warehousing areas, which minimizes expenses on loading-unloading works. However, it can suit OAO RZD only if a port pays an additional due to OAO RZD (envisaged by a separate contract) for each wagon/hour of idling, while wagons are waiting for a vessel consignment accumulation and for being unloaded.
Often ports, where there are many stevedoring companies, turn into some sort of a stock exchange, where the export freight is sold and purchased. If prices for some goods are unstable on the foreign market, the traders are not interested in speeding up the freight turnover. Waiting for a favourable price situation, they slow down the trade of the freight delivered to the port, and stop the unloading process. Another factor, which slows down freight transportation via ports, is that in the post-Soviet era the share of cargo delivery on FOB terms increased significantly. At the same time, FAS terms are often hidden behind the FOB terms. However, using of the delivery model on CIF terms could significantly speed up the goods turnover in the port, as well as the port's throughput, because both stevedoring and forwarding companies would be interested in delivering the freight to the destination point as fast as possible.
At the same time, the presence of a large amount of stevedoring, forwarding and other companies in the port makes the efficient use of the port's warehousing capacities complicated, because when transporting cargo to a consignee who has exhausted his warehousing capacities, unloading of wagons can be stopped in the ports, even if there are spare warehousing areas belonging to other consignees. Meanwhile, the port, which has a contract with the railway, cannot put pressure on the above mentioned subjects of the transport market to take fast measures and to use the port's warehousing territories efficiently. This situation became even worse because the system of ports' specialization used in the USSR before the 1990-s was destroyed. Nowadays every port strives for handling the most profitable freight, not taking into account the necessity to change its technological processes regularly and the additional losses suffered by railmen.
There have been attempts to solve the problem by concluding contracts of mutual responsibility. In particular, such contracts envisaged financial fines for wagons' staying on the territory of a terminal for a period of time that exceeded the norm. However, portmen were not eager to sign such contracts. It can be explained by the fact that ports are not cargo owners. The real responsibility pertains to the cargo owner who decides on the creation of a logistic chain, attracts co-workers and arranges the charter. But he is often excluded from the technological chain, because the consignor - a forwarding company or a company-operator - acts on behalf of the cargo owner. Thus, it is possible to solve the problems of cooperation with ports only on the basis of a complex and systematic approach. From the normative point of view, it is necessary to reconsider the Rules of export and import cargoes transportation in indirect intermodal railway and water communication. From the economic point of view, it is necessary to implement mutual financial responsibility of adjacent transport modes on the basis of standard normative contracts. Besides, a system of logistic terminals should be launched.
However, practice shows that logistic terminals are not able to solve the emerging problems. In fact, they work as forwarding companies, offering local logistic solutions and free warehousing capacities to clients.
The main problem is the misbalance of responsibility for wagons idling when being unloaded and waiting for it, as well as the different positions of the transportation process participants. When organizing export transportation to ports, the railway has to take into consideration the factors to which it usually pays little attention. At the same time, irregular delivery cannot be considered a problem, since no one has called it "a problem". For example, if Novokuznetsk Metal Works (North Siberia) loads regularly (for example, 4 trains on Tuesday) to some Caspian port or to the port of Novorossiysk, and the Navashinsky Plant (Gorkov region) regularly loads three trains on Sundays, all these trains will arrive to the port simultaneously on Thursday, so there will be train accumulation, and too much cargo will be delivered, thus, the port's handling capacities will be overloaded. And if we take into consideration the whole network, it will be clear that it is a difficult mathematical problem. It is possible to solve it only if all the participants of the transportation process come to an agreement.
TATYANA TOKAREVA
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Up and Down
At the end of 2005, the analysts of the Center of Transport services of OAO RZD noticed some definite negative tendencies on the markets of the leading sectors of Russian industry. In particular, they pointed out the unstable situation on the coal market, the negative dynamics of crude transportation by the railway transport, the decrease in demand on ferrous metallurgy production, and, consequently, the "price wars" between the metalmen and coalmen. Understanding the gravity of the situation, and taking into account the long holidays in January, OAO RZD developed a number of measures (unexampled ones, according to some comments) to stimulate regular work of freight consignors in January 2006. In particular, the procedure of giving applications was simplified, the railmen gave up the due for urgent transportation, and they were ready to receive the freight whenever it was delivered. Besides, large clients obtained an opportunity to postpone their transportation payments. It is also important that before 2006 OAO RZD held a number of joint meetings with its key clients and enlisted their support and guarantees of cargo volumes mentioned in the applications. However, the progressive actions of the railway company were not a success.
According to the results of January 2006, the plan of loading was underfulfilled by almost 1 million tons. In particular, the key railways (the Oktyabrskaya (October) Railway, the Gorkovskaya (Gorkov) railway, the Severokavkazskaya (North-Caucasian) railway, and the Yugo-Vostochnaya (South-Eastern) railway) failed to fulfill the loading plan. The Yuzhno-Uralskaya (South-Ural) and the Zapadnosibirskaya (West-Siberian) railways fell behind all the other ones. However, at the beginning of February, the Severokavkazskaya (North-Caucasian) and the Yuzhno-Uralskaya (South-Ural) railways managed to reach the planned figures. By the end of February, the network of the Russian railways managed to stabilize their loading, and a positive tendency emerged. In March 2006, loading grew by 2.9% or 3.1 million tons year-on-year. In particular, coal and ferrous metals loading increased by 5.9% and 2.7% respectively. It should be highlighted that the railmen reached high results in boosting the loading volume of profitable cargoes, in particular foodstuffs. Thus, sugar loading grew by 17%, meat and vegetables loading increased by 20% and 18% respectively. Besides, road vehicles transportation increased by 12%, metal scrap transportation grew by 14%. On the whole, the plan of loading volume for 40 cargoes out of the 43 transported by railway was fulfilled. It is a good result.
At last, in April 2006, OAO RZD managed to set a record of average daily loading - 4 million tons. The last time when such a figure was recorded was in September 1993. As a result, in April 2006, the average daily loading on the OAO RZD's network grew by 4.8% year-on-year. In particular, the loading volume of the following cargoes increased significantly: cement (+25.8%), timber (+13%), ferrous metals (+11.9%), and coal (+10.1%). Besides, loading of mineral fertilizers and non-ferrous ore also rose. The largest loading growth was achieved by the Krasnoyarsk railway, the South-Ural railway, the East-Siberian railway, and the North-Caucasian railway.
At the same time, it is important that OAO RZD managed to fulfill the quality requirements. In particular, the turnover of a freight wagon was speeded up by 8.8 hours in April.
To Increase Revenue by Means of Administrative Resource?
On the whole, in Q1 of 2006, the OAO Russian Railways transported over 330 million tons of freight, 2.1% up year-on-year. Transportation volume of the following cargoes increased most significantly: minerals and construction materials (+7.2%), coal (+2.1%), oil bulk and ferrous metals (+1.1% and +3.2% respectively), and iron ore (+1.5%). At the same time, coke and mineral fertilizers transportation fell by 15% and 2.1% respectively.
Examining the situation in terms of economic figures, it is clear that, in spite of the rise of profitable freight transportation in March, in Q1 of 2006 transportation of non-profitable cargoes of class 1 increased most of all (+2%), and the dynamics of class 2 cargoes transportation is also positive (+1.3%). As for profitable cargoes (class 3) loading, in Q1 of 2006 it reduced by 1% year-on-year.
In Q1 of 2006, the volume of foreign trade cargoes transportation amounted to 112 million tons. Coal made 25% of the total volume of foreign trade cargoes transported in January-March 2006 (+12% year-on-year), the share of oil bulk was 24% (-5.6% year-on-year), the share of ferrous metals was 10% (-0.3%), and the share of timber was 9% (+10.6%). The share of iron ore and mineral fertilizes is 9% and 6% respectively in the total volume of international transportation provided by OAO Russian Railways. Transportation of these cargoes reduced respectively by 8.7% and 1.9% year-on-year.
These cargoes make the basis of Russia's export freight flow. As a result, in Q1 of 2006, export reduced by 2% and amounted to 78% of foreign trade transportation volume. Import transportation volume fell by 2%, and amounted to 18% of foreign trade transportation volume. Transit remained the same as it was in Q1 of 2005, i.e. its share was 2 %.
Analyzing the above data one can claim that the situation is stable. However, taking into account the high dynamics of loading at the Russian railways since 2000, the results of 2005 and the beginning of 2006 make us confirm that the Russian economy (and freight loading at the railway transport, respectively) depends on the world market situation, and that there is no scheme of compensation for the transportation volumes lost by OAO RZD.
When in 2002 oil prices started to grow fast, and thus, the Russian oilmen got a stimulus to extract more and more "black gold" to increase export of crude to the foreign market, oil transportation by railway began to increase. Moreover, that situation on the world oil market gave a stimulus for companies-operators to develop and purchase tank-wagons because the inventory park of OAO RZD was insufficient. Nowadays the situation is completely different. The Government of the Russian Federation implemented very high export duties on crude export, and the capacities of the Russian pipelines increased significantly, that is why the oil flow transported by railway reduced. Oil bulk transportation is highly profitable for OAO RZD; thus, now the company suffers losses, while its large rolling stock park is idling, which means taxes, maintenance expenses and losses for OAO RZD.
One more fact is to be mentioned here: it seems that the only OAO RZD's instrument to increase its revenue is the use of administrative resource, even when it contradicts basic market logic. In this case, we mean the telegram sent by OAO RZD in February 2006, which regulates the necessity of private rolling stock registration at certain stations and limits the routes for private wagons.
On the one hand, the telegram announced the necessity of strict registration and control of private rolling stock operating in the Russian railways' infrastructure. On the other hand, it caused a number of questions from the companies investing heavily in rolling stock park purchase (including cargo owners, who purchased wagons not for specialized business but to solve their own problems when rolling stock was scarce). Why was the measure taken when there were plenty of wagons and when most cargo consignors preferred private rolling stock park (because of its better quality) to the park of OAO RZD? The measure taken by the company clearly aims to support its activities and is quite understandable. But is it reasonable from the point of view of the rules set by OAO RZD itself?
Attempts Were in Vain
Railway transport analysts believe that the first third of January (holidays) influenced negatively the difficult situation that took place on the OAO RZD's network at the beginning of the year. During that period most companies - cargo owners had holidays; thus, the volumes of timber, metal scrap and construction materials presented for transportation significantly reduced. Besides, severe weather conditions also influenced the loading. Because of low temperatures (down to -50°C in some places), the work of loading facilities and cranes in open cast-mines and in the forests was complicated.
However, the most difficult proved to be loading of coal, in particular coke. It was even more unpleasant, because, understanding the difficulties of the Russian coalmen, OAO RZD gave a number of tariff preferences to them. Tariffs for coal transportation were unified, as a result, tariffs of section 2 of the Tariff Regulation №10-01 were used for all types of transportation but transit, i.e. tariffs for coal export transportation were the same as for domestic transportation. Besides, the tariffs were differentiated in accordance with the type of coal, i.e. the coefficient of 1.032 to the acting tariffs of section 2 of the Tariff Regulation №10-01 was set for coking coal transportation, and the coefficient of 0.97 - for thermal coals. Moreover, a system of privileged tariff conditions was set for a number of destinations. However, all these measures failed to stimulate the activity of cargo owners. Thus, only on the West-Siberian Railway (the majority of coal in the Russian railways network is loaded there), up to 30,000 empty gondola cars idled daily. As for thermal coals, consignors named the following reasons: underformed order portfolio and non-competitiveness (because of the high transport constituent) on the foreign market in comparison with, for example, Australian coal, the transportation of which to Europe costs half as much as coal transportation from the Kuzbass.
Market factors also played their role. For example, in spite of severe frosts in January and February, the demand for coal (either foreign or domestic) did not increase.
Railmen's disappointment is quite understandable, taking into consideration all the measures taken by OAO RZD in advance to create maximum favourable work conditions for consignors. The basic favourable conditions created were stated in the telegram sent along the network of the Russian Railways at the end of December. Later it was prolonged because no result was achieved.
In spite of the fact that consignors found the principles of transportation process declared in the telegram quite reasonable and acceptable (reduced terms of applications sending, simplified procedure of documents registration etc.), and that the actions of OAO RZD proved the possibility of monopolist's flexible and fast reaction to the situation, the railmen do not plan to use the technology constantly. In particular, they say that this "step towards" is often taken by consignors as a mechanism of solving their own problems, without taking into account the interests of the railways. Consignors do not consider the factors, on which the organization of transportation process and adjusted work of railway transport depend. Consignors do not pay attention to the fact that preparation of rolling stock for being loaded, as well as creating a technical plan for railways activities to regulate wagon parks in the whole network, require additional expenses. Besides, some time is necessary to coordinate cargo transportation with other transport modes or foreign railways, because exterior organizations (ports, foreign railways) take part in foreign transportation. It should be mentioned here that if coordination takes less time, the consignor's application will be adjusted earlier than it is envisaged by the Code.
OAO RZD depends on the reliability of the information given by consignors, who sometimes fail to calculate correctly the dates of loading and give applications for cargo transportation on fixed calendar days. Because of the consignors loading their produce chaotically and not observing any schedule, a lot of wagons accumulate on the railway approaches to ports waiting for being unloaded. Thus, planning and organization of transport process should be based on mutual understanding and partnership, taking into account interests of both sides (railmen, as well as consignors). Only in this case, an efficient flexible work pattern will be created. As for foreign trade transportation organization, the problem can be solved by launching a system of logistic centers in the regions with railways leading to ports. Still, all the interested sides - railmen, cargo owners, portmen, sea lines - should take part in it.
TATYANA TOKAREVA
[~DETAIL_TEXT] =>
Up and Down
At the end of 2005, the analysts of the Center of Transport services of OAO RZD noticed some definite negative tendencies on the markets of the leading sectors of Russian industry. In particular, they pointed out the unstable situation on the coal market, the negative dynamics of crude transportation by the railway transport, the decrease in demand on ferrous metallurgy production, and, consequently, the "price wars" between the metalmen and coalmen. Understanding the gravity of the situation, and taking into account the long holidays in January, OAO RZD developed a number of measures (unexampled ones, according to some comments) to stimulate regular work of freight consignors in January 2006. In particular, the procedure of giving applications was simplified, the railmen gave up the due for urgent transportation, and they were ready to receive the freight whenever it was delivered. Besides, large clients obtained an opportunity to postpone their transportation payments. It is also important that before 2006 OAO RZD held a number of joint meetings with its key clients and enlisted their support and guarantees of cargo volumes mentioned in the applications. However, the progressive actions of the railway company were not a success.
According to the results of January 2006, the plan of loading was underfulfilled by almost 1 million tons. In particular, the key railways (the Oktyabrskaya (October) Railway, the Gorkovskaya (Gorkov) railway, the Severokavkazskaya (North-Caucasian) railway, and the Yugo-Vostochnaya (South-Eastern) railway) failed to fulfill the loading plan. The Yuzhno-Uralskaya (South-Ural) and the Zapadnosibirskaya (West-Siberian) railways fell behind all the other ones. However, at the beginning of February, the Severokavkazskaya (North-Caucasian) and the Yuzhno-Uralskaya (South-Ural) railways managed to reach the planned figures. By the end of February, the network of the Russian railways managed to stabilize their loading, and a positive tendency emerged. In March 2006, loading grew by 2.9% or 3.1 million tons year-on-year. In particular, coal and ferrous metals loading increased by 5.9% and 2.7% respectively. It should be highlighted that the railmen reached high results in boosting the loading volume of profitable cargoes, in particular foodstuffs. Thus, sugar loading grew by 17%, meat and vegetables loading increased by 20% and 18% respectively. Besides, road vehicles transportation increased by 12%, metal scrap transportation grew by 14%. On the whole, the plan of loading volume for 40 cargoes out of the 43 transported by railway was fulfilled. It is a good result.
At last, in April 2006, OAO RZD managed to set a record of average daily loading - 4 million tons. The last time when such a figure was recorded was in September 1993. As a result, in April 2006, the average daily loading on the OAO RZD's network grew by 4.8% year-on-year. In particular, the loading volume of the following cargoes increased significantly: cement (+25.8%), timber (+13%), ferrous metals (+11.9%), and coal (+10.1%). Besides, loading of mineral fertilizers and non-ferrous ore also rose. The largest loading growth was achieved by the Krasnoyarsk railway, the South-Ural railway, the East-Siberian railway, and the North-Caucasian railway.
At the same time, it is important that OAO RZD managed to fulfill the quality requirements. In particular, the turnover of a freight wagon was speeded up by 8.8 hours in April.
To Increase Revenue by Means of Administrative Resource?
On the whole, in Q1 of 2006, the OAO Russian Railways transported over 330 million tons of freight, 2.1% up year-on-year. Transportation volume of the following cargoes increased most significantly: minerals and construction materials (+7.2%), coal (+2.1%), oil bulk and ferrous metals (+1.1% and +3.2% respectively), and iron ore (+1.5%). At the same time, coke and mineral fertilizers transportation fell by 15% and 2.1% respectively.
Examining the situation in terms of economic figures, it is clear that, in spite of the rise of profitable freight transportation in March, in Q1 of 2006 transportation of non-profitable cargoes of class 1 increased most of all (+2%), and the dynamics of class 2 cargoes transportation is also positive (+1.3%). As for profitable cargoes (class 3) loading, in Q1 of 2006 it reduced by 1% year-on-year.
In Q1 of 2006, the volume of foreign trade cargoes transportation amounted to 112 million tons. Coal made 25% of the total volume of foreign trade cargoes transported in January-March 2006 (+12% year-on-year), the share of oil bulk was 24% (-5.6% year-on-year), the share of ferrous metals was 10% (-0.3%), and the share of timber was 9% (+10.6%). The share of iron ore and mineral fertilizes is 9% and 6% respectively in the total volume of international transportation provided by OAO Russian Railways. Transportation of these cargoes reduced respectively by 8.7% and 1.9% year-on-year.
These cargoes make the basis of Russia's export freight flow. As a result, in Q1 of 2006, export reduced by 2% and amounted to 78% of foreign trade transportation volume. Import transportation volume fell by 2%, and amounted to 18% of foreign trade transportation volume. Transit remained the same as it was in Q1 of 2005, i.e. its share was 2 %.
Analyzing the above data one can claim that the situation is stable. However, taking into account the high dynamics of loading at the Russian railways since 2000, the results of 2005 and the beginning of 2006 make us confirm that the Russian economy (and freight loading at the railway transport, respectively) depends on the world market situation, and that there is no scheme of compensation for the transportation volumes lost by OAO RZD.
When in 2002 oil prices started to grow fast, and thus, the Russian oilmen got a stimulus to extract more and more "black gold" to increase export of crude to the foreign market, oil transportation by railway began to increase. Moreover, that situation on the world oil market gave a stimulus for companies-operators to develop and purchase tank-wagons because the inventory park of OAO RZD was insufficient. Nowadays the situation is completely different. The Government of the Russian Federation implemented very high export duties on crude export, and the capacities of the Russian pipelines increased significantly, that is why the oil flow transported by railway reduced. Oil bulk transportation is highly profitable for OAO RZD; thus, now the company suffers losses, while its large rolling stock park is idling, which means taxes, maintenance expenses and losses for OAO RZD.
One more fact is to be mentioned here: it seems that the only OAO RZD's instrument to increase its revenue is the use of administrative resource, even when it contradicts basic market logic. In this case, we mean the telegram sent by OAO RZD in February 2006, which regulates the necessity of private rolling stock registration at certain stations and limits the routes for private wagons.
On the one hand, the telegram announced the necessity of strict registration and control of private rolling stock operating in the Russian railways' infrastructure. On the other hand, it caused a number of questions from the companies investing heavily in rolling stock park purchase (including cargo owners, who purchased wagons not for specialized business but to solve their own problems when rolling stock was scarce). Why was the measure taken when there were plenty of wagons and when most cargo consignors preferred private rolling stock park (because of its better quality) to the park of OAO RZD? The measure taken by the company clearly aims to support its activities and is quite understandable. But is it reasonable from the point of view of the rules set by OAO RZD itself?
Attempts Were in Vain
Railway transport analysts believe that the first third of January (holidays) influenced negatively the difficult situation that took place on the OAO RZD's network at the beginning of the year. During that period most companies - cargo owners had holidays; thus, the volumes of timber, metal scrap and construction materials presented for transportation significantly reduced. Besides, severe weather conditions also influenced the loading. Because of low temperatures (down to -50°C in some places), the work of loading facilities and cranes in open cast-mines and in the forests was complicated.
However, the most difficult proved to be loading of coal, in particular coke. It was even more unpleasant, because, understanding the difficulties of the Russian coalmen, OAO RZD gave a number of tariff preferences to them. Tariffs for coal transportation were unified, as a result, tariffs of section 2 of the Tariff Regulation №10-01 were used for all types of transportation but transit, i.e. tariffs for coal export transportation were the same as for domestic transportation. Besides, the tariffs were differentiated in accordance with the type of coal, i.e. the coefficient of 1.032 to the acting tariffs of section 2 of the Tariff Regulation №10-01 was set for coking coal transportation, and the coefficient of 0.97 - for thermal coals. Moreover, a system of privileged tariff conditions was set for a number of destinations. However, all these measures failed to stimulate the activity of cargo owners. Thus, only on the West-Siberian Railway (the majority of coal in the Russian railways network is loaded there), up to 30,000 empty gondola cars idled daily. As for thermal coals, consignors named the following reasons: underformed order portfolio and non-competitiveness (because of the high transport constituent) on the foreign market in comparison with, for example, Australian coal, the transportation of which to Europe costs half as much as coal transportation from the Kuzbass.
Market factors also played their role. For example, in spite of severe frosts in January and February, the demand for coal (either foreign or domestic) did not increase.
Railmen's disappointment is quite understandable, taking into consideration all the measures taken by OAO RZD in advance to create maximum favourable work conditions for consignors. The basic favourable conditions created were stated in the telegram sent along the network of the Russian Railways at the end of December. Later it was prolonged because no result was achieved.
In spite of the fact that consignors found the principles of transportation process declared in the telegram quite reasonable and acceptable (reduced terms of applications sending, simplified procedure of documents registration etc.), and that the actions of OAO RZD proved the possibility of monopolist's flexible and fast reaction to the situation, the railmen do not plan to use the technology constantly. In particular, they say that this "step towards" is often taken by consignors as a mechanism of solving their own problems, without taking into account the interests of the railways. Consignors do not consider the factors, on which the organization of transportation process and adjusted work of railway transport depend. Consignors do not pay attention to the fact that preparation of rolling stock for being loaded, as well as creating a technical plan for railways activities to regulate wagon parks in the whole network, require additional expenses. Besides, some time is necessary to coordinate cargo transportation with other transport modes or foreign railways, because exterior organizations (ports, foreign railways) take part in foreign transportation. It should be mentioned here that if coordination takes less time, the consignor's application will be adjusted earlier than it is envisaged by the Code.
OAO RZD depends on the reliability of the information given by consignors, who sometimes fail to calculate correctly the dates of loading and give applications for cargo transportation on fixed calendar days. Because of the consignors loading their produce chaotically and not observing any schedule, a lot of wagons accumulate on the railway approaches to ports waiting for being unloaded. Thus, planning and organization of transport process should be based on mutual understanding and partnership, taking into account interests of both sides (railmen, as well as consignors). Only in this case, an efficient flexible work pattern will be created. As for foreign trade transportation organization, the problem can be solved by launching a system of logistic centers in the regions with railways leading to ports. Still, all the interested sides - railmen, cargo owners, portmen, sea lines - should take part in it.
TATYANA TOKAREVA
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[DETAIL_TEXT] =>
Up and Down
At the end of 2005, the analysts of the Center of Transport services of OAO RZD noticed some definite negative tendencies on the markets of the leading sectors of Russian industry. In particular, they pointed out the unstable situation on the coal market, the negative dynamics of crude transportation by the railway transport, the decrease in demand on ferrous metallurgy production, and, consequently, the "price wars" between the metalmen and coalmen. Understanding the gravity of the situation, and taking into account the long holidays in January, OAO RZD developed a number of measures (unexampled ones, according to some comments) to stimulate regular work of freight consignors in January 2006. In particular, the procedure of giving applications was simplified, the railmen gave up the due for urgent transportation, and they were ready to receive the freight whenever it was delivered. Besides, large clients obtained an opportunity to postpone their transportation payments. It is also important that before 2006 OAO RZD held a number of joint meetings with its key clients and enlisted their support and guarantees of cargo volumes mentioned in the applications. However, the progressive actions of the railway company were not a success.
According to the results of January 2006, the plan of loading was underfulfilled by almost 1 million tons. In particular, the key railways (the Oktyabrskaya (October) Railway, the Gorkovskaya (Gorkov) railway, the Severokavkazskaya (North-Caucasian) railway, and the Yugo-Vostochnaya (South-Eastern) railway) failed to fulfill the loading plan. The Yuzhno-Uralskaya (South-Ural) and the Zapadnosibirskaya (West-Siberian) railways fell behind all the other ones. However, at the beginning of February, the Severokavkazskaya (North-Caucasian) and the Yuzhno-Uralskaya (South-Ural) railways managed to reach the planned figures. By the end of February, the network of the Russian railways managed to stabilize their loading, and a positive tendency emerged. In March 2006, loading grew by 2.9% or 3.1 million tons year-on-year. In particular, coal and ferrous metals loading increased by 5.9% and 2.7% respectively. It should be highlighted that the railmen reached high results in boosting the loading volume of profitable cargoes, in particular foodstuffs. Thus, sugar loading grew by 17%, meat and vegetables loading increased by 20% and 18% respectively. Besides, road vehicles transportation increased by 12%, metal scrap transportation grew by 14%. On the whole, the plan of loading volume for 40 cargoes out of the 43 transported by railway was fulfilled. It is a good result.
At last, in April 2006, OAO RZD managed to set a record of average daily loading - 4 million tons. The last time when such a figure was recorded was in September 1993. As a result, in April 2006, the average daily loading on the OAO RZD's network grew by 4.8% year-on-year. In particular, the loading volume of the following cargoes increased significantly: cement (+25.8%), timber (+13%), ferrous metals (+11.9%), and coal (+10.1%). Besides, loading of mineral fertilizers and non-ferrous ore also rose. The largest loading growth was achieved by the Krasnoyarsk railway, the South-Ural railway, the East-Siberian railway, and the North-Caucasian railway.
At the same time, it is important that OAO RZD managed to fulfill the quality requirements. In particular, the turnover of a freight wagon was speeded up by 8.8 hours in April.
To Increase Revenue by Means of Administrative Resource?
On the whole, in Q1 of 2006, the OAO Russian Railways transported over 330 million tons of freight, 2.1% up year-on-year. Transportation volume of the following cargoes increased most significantly: minerals and construction materials (+7.2%), coal (+2.1%), oil bulk and ferrous metals (+1.1% and +3.2% respectively), and iron ore (+1.5%). At the same time, coke and mineral fertilizers transportation fell by 15% and 2.1% respectively.
Examining the situation in terms of economic figures, it is clear that, in spite of the rise of profitable freight transportation in March, in Q1 of 2006 transportation of non-profitable cargoes of class 1 increased most of all (+2%), and the dynamics of class 2 cargoes transportation is also positive (+1.3%). As for profitable cargoes (class 3) loading, in Q1 of 2006 it reduced by 1% year-on-year.
In Q1 of 2006, the volume of foreign trade cargoes transportation amounted to 112 million tons. Coal made 25% of the total volume of foreign trade cargoes transported in January-March 2006 (+12% year-on-year), the share of oil bulk was 24% (-5.6% year-on-year), the share of ferrous metals was 10% (-0.3%), and the share of timber was 9% (+10.6%). The share of iron ore and mineral fertilizes is 9% and 6% respectively in the total volume of international transportation provided by OAO Russian Railways. Transportation of these cargoes reduced respectively by 8.7% and 1.9% year-on-year.
These cargoes make the basis of Russia's export freight flow. As a result, in Q1 of 2006, export reduced by 2% and amounted to 78% of foreign trade transportation volume. Import transportation volume fell by 2%, and amounted to 18% of foreign trade transportation volume. Transit remained the same as it was in Q1 of 2005, i.e. its share was 2 %.
Analyzing the above data one can claim that the situation is stable. However, taking into account the high dynamics of loading at the Russian railways since 2000, the results of 2005 and the beginning of 2006 make us confirm that the Russian economy (and freight loading at the railway transport, respectively) depends on the world market situation, and that there is no scheme of compensation for the transportation volumes lost by OAO RZD.
When in 2002 oil prices started to grow fast, and thus, the Russian oilmen got a stimulus to extract more and more "black gold" to increase export of crude to the foreign market, oil transportation by railway began to increase. Moreover, that situation on the world oil market gave a stimulus for companies-operators to develop and purchase tank-wagons because the inventory park of OAO RZD was insufficient. Nowadays the situation is completely different. The Government of the Russian Federation implemented very high export duties on crude export, and the capacities of the Russian pipelines increased significantly, that is why the oil flow transported by railway reduced. Oil bulk transportation is highly profitable for OAO RZD; thus, now the company suffers losses, while its large rolling stock park is idling, which means taxes, maintenance expenses and losses for OAO RZD.
One more fact is to be mentioned here: it seems that the only OAO RZD's instrument to increase its revenue is the use of administrative resource, even when it contradicts basic market logic. In this case, we mean the telegram sent by OAO RZD in February 2006, which regulates the necessity of private rolling stock registration at certain stations and limits the routes for private wagons.
On the one hand, the telegram announced the necessity of strict registration and control of private rolling stock operating in the Russian railways' infrastructure. On the other hand, it caused a number of questions from the companies investing heavily in rolling stock park purchase (including cargo owners, who purchased wagons not for specialized business but to solve their own problems when rolling stock was scarce). Why was the measure taken when there were plenty of wagons and when most cargo consignors preferred private rolling stock park (because of its better quality) to the park of OAO RZD? The measure taken by the company clearly aims to support its activities and is quite understandable. But is it reasonable from the point of view of the rules set by OAO RZD itself?
Attempts Were in Vain
Railway transport analysts believe that the first third of January (holidays) influenced negatively the difficult situation that took place on the OAO RZD's network at the beginning of the year. During that period most companies - cargo owners had holidays; thus, the volumes of timber, metal scrap and construction materials presented for transportation significantly reduced. Besides, severe weather conditions also influenced the loading. Because of low temperatures (down to -50°C in some places), the work of loading facilities and cranes in open cast-mines and in the forests was complicated.
However, the most difficult proved to be loading of coal, in particular coke. It was even more unpleasant, because, understanding the difficulties of the Russian coalmen, OAO RZD gave a number of tariff preferences to them. Tariffs for coal transportation were unified, as a result, tariffs of section 2 of the Tariff Regulation №10-01 were used for all types of transportation but transit, i.e. tariffs for coal export transportation were the same as for domestic transportation. Besides, the tariffs were differentiated in accordance with the type of coal, i.e. the coefficient of 1.032 to the acting tariffs of section 2 of the Tariff Regulation №10-01 was set for coking coal transportation, and the coefficient of 0.97 - for thermal coals. Moreover, a system of privileged tariff conditions was set for a number of destinations. However, all these measures failed to stimulate the activity of cargo owners. Thus, only on the West-Siberian Railway (the majority of coal in the Russian railways network is loaded there), up to 30,000 empty gondola cars idled daily. As for thermal coals, consignors named the following reasons: underformed order portfolio and non-competitiveness (because of the high transport constituent) on the foreign market in comparison with, for example, Australian coal, the transportation of which to Europe costs half as much as coal transportation from the Kuzbass.
Market factors also played their role. For example, in spite of severe frosts in January and February, the demand for coal (either foreign or domestic) did not increase.
Railmen's disappointment is quite understandable, taking into consideration all the measures taken by OAO RZD in advance to create maximum favourable work conditions for consignors. The basic favourable conditions created were stated in the telegram sent along the network of the Russian Railways at the end of December. Later it was prolonged because no result was achieved.
In spite of the fact that consignors found the principles of transportation process declared in the telegram quite reasonable and acceptable (reduced terms of applications sending, simplified procedure of documents registration etc.), and that the actions of OAO RZD proved the possibility of monopolist's flexible and fast reaction to the situation, the railmen do not plan to use the technology constantly. In particular, they say that this "step towards" is often taken by consignors as a mechanism of solving their own problems, without taking into account the interests of the railways. Consignors do not consider the factors, on which the organization of transportation process and adjusted work of railway transport depend. Consignors do not pay attention to the fact that preparation of rolling stock for being loaded, as well as creating a technical plan for railways activities to regulate wagon parks in the whole network, require additional expenses. Besides, some time is necessary to coordinate cargo transportation with other transport modes or foreign railways, because exterior organizations (ports, foreign railways) take part in foreign transportation. It should be mentioned here that if coordination takes less time, the consignor's application will be adjusted earlier than it is envisaged by the Code.
OAO RZD depends on the reliability of the information given by consignors, who sometimes fail to calculate correctly the dates of loading and give applications for cargo transportation on fixed calendar days. Because of the consignors loading their produce chaotically and not observing any schedule, a lot of wagons accumulate on the railway approaches to ports waiting for being unloaded. Thus, planning and organization of transport process should be based on mutual understanding and partnership, taking into account interests of both sides (railmen, as well as consignors). Only in this case, an efficient flexible work pattern will be created. As for foreign trade transportation organization, the problem can be solved by launching a system of logistic centers in the regions with railways leading to ports. Still, all the interested sides - railmen, cargo owners, portmen, sea lines - should take part in it.
TATYANA TOKAREVA
[~DETAIL_TEXT] =>
Up and Down
At the end of 2005, the analysts of the Center of Transport services of OAO RZD noticed some definite negative tendencies on the markets of the leading sectors of Russian industry. In particular, they pointed out the unstable situation on the coal market, the negative dynamics of crude transportation by the railway transport, the decrease in demand on ferrous metallurgy production, and, consequently, the "price wars" between the metalmen and coalmen. Understanding the gravity of the situation, and taking into account the long holidays in January, OAO RZD developed a number of measures (unexampled ones, according to some comments) to stimulate regular work of freight consignors in January 2006. In particular, the procedure of giving applications was simplified, the railmen gave up the due for urgent transportation, and they were ready to receive the freight whenever it was delivered. Besides, large clients obtained an opportunity to postpone their transportation payments. It is also important that before 2006 OAO RZD held a number of joint meetings with its key clients and enlisted their support and guarantees of cargo volumes mentioned in the applications. However, the progressive actions of the railway company were not a success.
According to the results of January 2006, the plan of loading was underfulfilled by almost 1 million tons. In particular, the key railways (the Oktyabrskaya (October) Railway, the Gorkovskaya (Gorkov) railway, the Severokavkazskaya (North-Caucasian) railway, and the Yugo-Vostochnaya (South-Eastern) railway) failed to fulfill the loading plan. The Yuzhno-Uralskaya (South-Ural) and the Zapadnosibirskaya (West-Siberian) railways fell behind all the other ones. However, at the beginning of February, the Severokavkazskaya (North-Caucasian) and the Yuzhno-Uralskaya (South-Ural) railways managed to reach the planned figures. By the end of February, the network of the Russian railways managed to stabilize their loading, and a positive tendency emerged. In March 2006, loading grew by 2.9% or 3.1 million tons year-on-year. In particular, coal and ferrous metals loading increased by 5.9% and 2.7% respectively. It should be highlighted that the railmen reached high results in boosting the loading volume of profitable cargoes, in particular foodstuffs. Thus, sugar loading grew by 17%, meat and vegetables loading increased by 20% and 18% respectively. Besides, road vehicles transportation increased by 12%, metal scrap transportation grew by 14%. On the whole, the plan of loading volume for 40 cargoes out of the 43 transported by railway was fulfilled. It is a good result.
At last, in April 2006, OAO RZD managed to set a record of average daily loading - 4 million tons. The last time when such a figure was recorded was in September 1993. As a result, in April 2006, the average daily loading on the OAO RZD's network grew by 4.8% year-on-year. In particular, the loading volume of the following cargoes increased significantly: cement (+25.8%), timber (+13%), ferrous metals (+11.9%), and coal (+10.1%). Besides, loading of mineral fertilizers and non-ferrous ore also rose. The largest loading growth was achieved by the Krasnoyarsk railway, the South-Ural railway, the East-Siberian railway, and the North-Caucasian railway.
At the same time, it is important that OAO RZD managed to fulfill the quality requirements. In particular, the turnover of a freight wagon was speeded up by 8.8 hours in April.
To Increase Revenue by Means of Administrative Resource?
On the whole, in Q1 of 2006, the OAO Russian Railways transported over 330 million tons of freight, 2.1% up year-on-year. Transportation volume of the following cargoes increased most significantly: minerals and construction materials (+7.2%), coal (+2.1%), oil bulk and ferrous metals (+1.1% and +3.2% respectively), and iron ore (+1.5%). At the same time, coke and mineral fertilizers transportation fell by 15% and 2.1% respectively.
Examining the situation in terms of economic figures, it is clear that, in spite of the rise of profitable freight transportation in March, in Q1 of 2006 transportation of non-profitable cargoes of class 1 increased most of all (+2%), and the dynamics of class 2 cargoes transportation is also positive (+1.3%). As for profitable cargoes (class 3) loading, in Q1 of 2006 it reduced by 1% year-on-year.
In Q1 of 2006, the volume of foreign trade cargoes transportation amounted to 112 million tons. Coal made 25% of the total volume of foreign trade cargoes transported in January-March 2006 (+12% year-on-year), the share of oil bulk was 24% (-5.6% year-on-year), the share of ferrous metals was 10% (-0.3%), and the share of timber was 9% (+10.6%). The share of iron ore and mineral fertilizes is 9% and 6% respectively in the total volume of international transportation provided by OAO Russian Railways. Transportation of these cargoes reduced respectively by 8.7% and 1.9% year-on-year.
These cargoes make the basis of Russia's export freight flow. As a result, in Q1 of 2006, export reduced by 2% and amounted to 78% of foreign trade transportation volume. Import transportation volume fell by 2%, and amounted to 18% of foreign trade transportation volume. Transit remained the same as it was in Q1 of 2005, i.e. its share was 2 %.
Analyzing the above data one can claim that the situation is stable. However, taking into account the high dynamics of loading at the Russian railways since 2000, the results of 2005 and the beginning of 2006 make us confirm that the Russian economy (and freight loading at the railway transport, respectively) depends on the world market situation, and that there is no scheme of compensation for the transportation volumes lost by OAO RZD.
When in 2002 oil prices started to grow fast, and thus, the Russian oilmen got a stimulus to extract more and more "black gold" to increase export of crude to the foreign market, oil transportation by railway began to increase. Moreover, that situation on the world oil market gave a stimulus for companies-operators to develop and purchase tank-wagons because the inventory park of OAO RZD was insufficient. Nowadays the situation is completely different. The Government of the Russian Federation implemented very high export duties on crude export, and the capacities of the Russian pipelines increased significantly, that is why the oil flow transported by railway reduced. Oil bulk transportation is highly profitable for OAO RZD; thus, now the company suffers losses, while its large rolling stock park is idling, which means taxes, maintenance expenses and losses for OAO RZD.
One more fact is to be mentioned here: it seems that the only OAO RZD's instrument to increase its revenue is the use of administrative resource, even when it contradicts basic market logic. In this case, we mean the telegram sent by OAO RZD in February 2006, which regulates the necessity of private rolling stock registration at certain stations and limits the routes for private wagons.
On the one hand, the telegram announced the necessity of strict registration and control of private rolling stock operating in the Russian railways' infrastructure. On the other hand, it caused a number of questions from the companies investing heavily in rolling stock park purchase (including cargo owners, who purchased wagons not for specialized business but to solve their own problems when rolling stock was scarce). Why was the measure taken when there were plenty of wagons and when most cargo consignors preferred private rolling stock park (because of its better quality) to the park of OAO RZD? The measure taken by the company clearly aims to support its activities and is quite understandable. But is it reasonable from the point of view of the rules set by OAO RZD itself?
Attempts Were in Vain
Railway transport analysts believe that the first third of January (holidays) influenced negatively the difficult situation that took place on the OAO RZD's network at the beginning of the year. During that period most companies - cargo owners had holidays; thus, the volumes of timber, metal scrap and construction materials presented for transportation significantly reduced. Besides, severe weather conditions also influenced the loading. Because of low temperatures (down to -50°C in some places), the work of loading facilities and cranes in open cast-mines and in the forests was complicated.
However, the most difficult proved to be loading of coal, in particular coke. It was even more unpleasant, because, understanding the difficulties of the Russian coalmen, OAO RZD gave a number of tariff preferences to them. Tariffs for coal transportation were unified, as a result, tariffs of section 2 of the Tariff Regulation №10-01 were used for all types of transportation but transit, i.e. tariffs for coal export transportation were the same as for domestic transportation. Besides, the tariffs were differentiated in accordance with the type of coal, i.e. the coefficient of 1.032 to the acting tariffs of section 2 of the Tariff Regulation №10-01 was set for coking coal transportation, and the coefficient of 0.97 - for thermal coals. Moreover, a system of privileged tariff conditions was set for a number of destinations. However, all these measures failed to stimulate the activity of cargo owners. Thus, only on the West-Siberian Railway (the majority of coal in the Russian railways network is loaded there), up to 30,000 empty gondola cars idled daily. As for thermal coals, consignors named the following reasons: underformed order portfolio and non-competitiveness (because of the high transport constituent) on the foreign market in comparison with, for example, Australian coal, the transportation of which to Europe costs half as much as coal transportation from the Kuzbass.
Market factors also played their role. For example, in spite of severe frosts in January and February, the demand for coal (either foreign or domestic) did not increase.
Railmen's disappointment is quite understandable, taking into consideration all the measures taken by OAO RZD in advance to create maximum favourable work conditions for consignors. The basic favourable conditions created were stated in the telegram sent along the network of the Russian Railways at the end of December. Later it was prolonged because no result was achieved.
In spite of the fact that consignors found the principles of transportation process declared in the telegram quite reasonable and acceptable (reduced terms of applications sending, simplified procedure of documents registration etc.), and that the actions of OAO RZD proved the possibility of monopolist's flexible and fast reaction to the situation, the railmen do not plan to use the technology constantly. In particular, they say that this "step towards" is often taken by consignors as a mechanism of solving their own problems, without taking into account the interests of the railways. Consignors do not consider the factors, on which the organization of transportation process and adjusted work of railway transport depend. Consignors do not pay attention to the fact that preparation of rolling stock for being loaded, as well as creating a technical plan for railways activities to regulate wagon parks in the whole network, require additional expenses. Besides, some time is necessary to coordinate cargo transportation with other transport modes or foreign railways, because exterior organizations (ports, foreign railways) take part in foreign transportation. It should be mentioned here that if coordination takes less time, the consignor's application will be adjusted earlier than it is envisaged by the Code.
OAO RZD depends on the reliability of the information given by consignors, who sometimes fail to calculate correctly the dates of loading and give applications for cargo transportation on fixed calendar days. Because of the consignors loading their produce chaotically and not observing any schedule, a lot of wagons accumulate on the railway approaches to ports waiting for being unloaded. Thus, planning and organization of transport process should be based on mutual understanding and partnership, taking into account interests of both sides (railmen, as well as consignors). Only in this case, an efficient flexible work pattern will be created. As for foreign trade transportation organization, the problem can be solved by launching a system of logistic centers in the regions with railways leading to ports. Still, all the interested sides - railmen, cargo owners, portmen, sea lines - should take part in it.
TATYANA TOKAREVA
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[DETAIL_TEXT] => In the framework of the international business forum "Strategic partnership 1520", Vladimir Chisnakov, ZAO Russian Troyka Head, Sergey Shpak, OAO Azovmash senior vice president for economy and finance and Oleg Luchkov Director General of Armavir heavy engineering plant, signed an agreement on cooperation.
The agreement confirmed the contract for delivery of twenty railway platforms of 13-1796 type, concluded by ZAO Russian Troyka and OAO Azovobschemash (an enterprise of Azovmash concern). Moreover, the sides agreed on the technical requirements for the platforms.
The sides discussed the delivery scheme for 171 flat wagons of 13-1796 model produced by OAO Armavir heavy engineering plant (an enterprise of Azovmash concern). The cost of the flat wagons is USD 9.25 million. Pacific Crest Shipping Company Limited will act as the vpurchaser of the flat wagons. The contract for delivery on leasing terms will come in force, when it is approved at the meeting of ZAO Russian Troyka stockholders.
The participants plan to discuss the delivery of additional 152 flat wagons, produced by OAO Armavir heavy engineering plant, in 2006. A leasing scheme will be used. ZAO Russian Troyka will choose the lessor/purchaser.
OAO TransContainer Registered
OAO TransContainer, a daughter company of OAO RZD was registered on March 4, 2006, based on the Center of Containerized Freight Transportation TransContainer - itself an affiliate of OAO RZD.
The authorized capital of the new company is RUR 13.9 billion, including RUR 12.9 billion of basic funds and non-completed objects. In March-June 2006, the process of organization of the technology of TransContainer's, as a daughter company of OAO RZD, cooperation with the other structures of OAO RZD, company's partners and clients was completed. In 2005, the share of TransContainer at the Russian market of transport-forwarding services of container transportation by railway was 22.3%. Nowadays, TransContainer manages rolling stock park of 23,000 flat-cars for containers of large capacity transportation and a container park of 177,000 units, including 48,000 containers of large capacity.
Kursiu Linija changes Terminals in Kaliningrad
Short sea operator Kursiu Linija has changes its point of operations in the Kaliningrad region. It is now using terminals in Baltiysk and the Fish Sea Port of Kaliningrad.
Arijus Ramonas, managing director of Kursiu Linija, says, "Kursiu is a leading player in container transportation for the Kaliningrad Region. The change of terminals is a strategic decision to secure our position and to make sure our clients have sufficient capacity to move cargo. We are expecting strong growth in volumes, as well as gains in efficiency and speed". Kursiu Linija has operated in Kaliningrad for over a decade. During this time Kursiu's container volumes in the port have increased from 1,000 TEU annually to almost 100,000 TEU in 2005. During the first quarter of 2006, Kursiu Linija carried 18,000 TEUs through the Port of Kaliningrad, almost a 30% growth year-on-year.
Kursiu Linija links Kaliningrad with Rotterdam, Bremerhaven and Hamburg. Nowadays, two vessels, with a total capacity of 1,300 TEU, service the line. Kursiu Linija plans to add a third 500 TEU vessel to the service and include a call at Saint-Petersburg. Lithuania-based Kursiu Linija is an intra-European carrier providing door-to-door transportation services between the Baltic States, Poland, the CIS and the UK and Northern Europe.
Finnish Shipping Co. to Build Container Terminal in Russia
Finnish logistics and shipping company Containerships LTD OY will build a container terminal in northwestern Russia under a deal signed with regional officials on April 20.
Containerships CEO Kimmo Nordstrom and Valery Serdyukov, governor of the Leningradskaya Oblast, agreed on a five-year project to build a freight-processing complex at Yanino, a regional government spokesman said. He said that up to USD 70 million could be invested in the project.
In 2002, Containerships built a sea terminal in the Saint-Petersburg suburb of Kronstadt, at the Gulf of Finland. The facility's annual capacity could be increased to 500,000 TEUs of cargo per year from the current 75,000 TEUs when the Yanino terminal becomes operative.
Under the new deal, Containerships will also start research into the planned construction of a sea terminal near Primorsk.
OAO RZD Signed an Agreement with OAO Ust-Luga Sea Port
OAO RZD signed an agreement with OAO Ust-Luga Sea Port company. According to the agreement, companies will exchange forecasts and information about railway transportation volume to the Ust-Luga Port, planned delivery and loading on-line.
That will help to form financially beneficial cooperation in such sectors as railway infrastructure development and technology.OAO RZD and OAO Ust-Luga Seaport will form two constantly working groups, which will enable to discuss and solve problems fast.
"Ermak" Certificated
The certificate of conformance was given to the freight electric alternative current locomotive of 2YN5E type "Ermak", produced by the Novocherkassk Electric Locomotives Building Plant. The Plant is incorporated into ZAO Transmashholding.
The capacity of the locomotive is 6,120 kilowatt; the design speed is 110 km. per hour. The new electric locomotive of 2YN5E type is to replace all the freight electric locomotives of AE80 type.
Testing results showed that the optimal carrying capacity of "Ermak" locomotive is 4,700 tons, which exceeds the carrying capacity of AE80 electric locomotives by 500 tons. Delivery time from Sukhovskaya station to Ulan-Ude station (460 km.) reduced by 25 minutes to 7 hours and 45 minutes.
The electric locomotive "Ermak" was inagurated at the Vostochno-Sibirskaya (East-Siberian railway) on April 11.
Dneprvagonmash Promotes Contrailer Flat Cars to CIS Market
According to OAO Dneprvagonmash, in April 2006, the company certified a flat-car for contrailer transportation in Russia. The flat car for road-trains and containers of large capacity (13-4095 model) got a certificate of the Russian Register of Certification at the Federal Railway Transport. The certificate is in force till 2009.
The company associates the certification with the prospect of participation in contrailer transportation in the CIS and the Baltic states. The company believes that a number of factors make for the prospect: prospective geopolitical location, lack of motor roads, the dynamics of foreign trade turnover development.
The advantage of the model is its universal character, since it can transport motor-trains, as well as containers of large capacity. The capacity of a platform is 48 tons, the design speed is 120 km/h.
Nowadays, 13-4095 model is included into all the contrailer trains of Ukrzaliznytsya (for example, the "Viking" train servicing the route Odessa-Klaipeda, and "Yaroslav" train servicing the route Kiev-Slavkov).
New Block Train of Far-Eastern Transport Group
On April 30, the Far-Eastern Transport Group dispatched fastened block-train ? 1297 on the route Vostochny-Kuntsevo-2. The train consisted of 71 conventional units (68 forty-feet containers and 7 twenty-feet containers). It carried freight from China and South Korea.
The operator of the train is OOO Vostoktranscompany. The block train was formed from the Far-Eastern Transport Group's own rolling-stock.
The main advantages of the block trains organization technology is the simplified order of customs procedures and a special schedule, which enables to reduce delivery time. The total delivery time of the block train is reduced from the minimal two weeks to 10.5 days. The consignor saves USD 200 per container.
The planned freight volume carried by the block train amounts to 150 TEU. The fastened block train could run on the route Vostochny-Kuntsevo-2 weekly. In practice, its schedule depends on the coordination of documents in OAO RZD.
OOO Firma Transgarant Spreads its Network
OOO Firma Transgarant starts building a network of transport-logistics terminals. The company bought a "Stroyopttorg" warehouse in Khabarovsk.
OOO Firma Transgarant plans to build a universal terminal. The terminal will provide full complex of services, including reception and departure of the carriages and containers, cargo handling and warehousing. "Stroytorg" warehouse is situated in Khabarovsk, close to federal motorway Vladivostok-Khabarovsk and the Amur river. Total warehousing area is 25,000 square meters, including 20,000 square meters of ground storages. OOO Firma Transgarant plans to buy new wagons, infrastructure and repair projects. Currently, OOO Firma Transgarant owns 1,200 wagons. In particular, another warehouse and logistic complex in Chelyabinsk will be built.
OAO RZD: More than Forecasted
In 2005, the net profit of OAO RZD amounted to RUR11.3 billion, 29.9% up year-on-year. For the sake of comparison, the company's net profit was RUR 8.7 billion in 2004. Earlier it was planned that in 2005 OAO RZD's net profit would increase to about RUR 10 billion, however, the result exceeded the forecasted one.
The revenue from the company's basic activities amounted to RUR 747 billion in 2005, 13% up year-on-year (RUR 653 billion in 2004). The plan was exceeded by 1.5%. The company paid RUR 181.3 billion of taxes.
In 2005, the OAO RZD's throughput was 2 trillion t/km. The company plans that in 2006 its throughput will increase by 2.5% to 2,090.5 billion t/km. The company's financial plan for 2006 envisages passenger turnover of 163 billion passenger/km. OAO RZD plans that its revenue from basic activities will increase by 6.7% year-on-year to RUR 797.3 billion in 2006. It is expected that in 2008 the net profit will double in comparison with that of 2005. Besides, the company's investment programme for 2005, approved by the RF Government, was fulfilled.
[~DETAIL_TEXT] => In the framework of the international business forum "Strategic partnership 1520", Vladimir Chisnakov, ZAO Russian Troyka Head, Sergey Shpak, OAO Azovmash senior vice president for economy and finance and Oleg Luchkov Director General of Armavir heavy engineering plant, signed an agreement on cooperation.
The agreement confirmed the contract for delivery of twenty railway platforms of 13-1796 type, concluded by ZAO Russian Troyka and OAO Azovobschemash (an enterprise of Azovmash concern). Moreover, the sides agreed on the technical requirements for the platforms.
The sides discussed the delivery scheme for 171 flat wagons of 13-1796 model produced by OAO Armavir heavy engineering plant (an enterprise of Azovmash concern). The cost of the flat wagons is USD 9.25 million. Pacific Crest Shipping Company Limited will act as the vpurchaser of the flat wagons. The contract for delivery on leasing terms will come in force, when it is approved at the meeting of ZAO Russian Troyka stockholders.
The participants plan to discuss the delivery of additional 152 flat wagons, produced by OAO Armavir heavy engineering plant, in 2006. A leasing scheme will be used. ZAO Russian Troyka will choose the lessor/purchaser.
OAO TransContainer Registered
OAO TransContainer, a daughter company of OAO RZD was registered on March 4, 2006, based on the Center of Containerized Freight Transportation TransContainer - itself an affiliate of OAO RZD.
The authorized capital of the new company is RUR 13.9 billion, including RUR 12.9 billion of basic funds and non-completed objects. In March-June 2006, the process of organization of the technology of TransContainer's, as a daughter company of OAO RZD, cooperation with the other structures of OAO RZD, company's partners and clients was completed. In 2005, the share of TransContainer at the Russian market of transport-forwarding services of container transportation by railway was 22.3%. Nowadays, TransContainer manages rolling stock park of 23,000 flat-cars for containers of large capacity transportation and a container park of 177,000 units, including 48,000 containers of large capacity.
Kursiu Linija changes Terminals in Kaliningrad
Short sea operator Kursiu Linija has changes its point of operations in the Kaliningrad region. It is now using terminals in Baltiysk and the Fish Sea Port of Kaliningrad.
Arijus Ramonas, managing director of Kursiu Linija, says, "Kursiu is a leading player in container transportation for the Kaliningrad Region. The change of terminals is a strategic decision to secure our position and to make sure our clients have sufficient capacity to move cargo. We are expecting strong growth in volumes, as well as gains in efficiency and speed". Kursiu Linija has operated in Kaliningrad for over a decade. During this time Kursiu's container volumes in the port have increased from 1,000 TEU annually to almost 100,000 TEU in 2005. During the first quarter of 2006, Kursiu Linija carried 18,000 TEUs through the Port of Kaliningrad, almost a 30% growth year-on-year.
Kursiu Linija links Kaliningrad with Rotterdam, Bremerhaven and Hamburg. Nowadays, two vessels, with a total capacity of 1,300 TEU, service the line. Kursiu Linija plans to add a third 500 TEU vessel to the service and include a call at Saint-Petersburg. Lithuania-based Kursiu Linija is an intra-European carrier providing door-to-door transportation services between the Baltic States, Poland, the CIS and the UK and Northern Europe.
Finnish Shipping Co. to Build Container Terminal in Russia
Finnish logistics and shipping company Containerships LTD OY will build a container terminal in northwestern Russia under a deal signed with regional officials on April 20.
Containerships CEO Kimmo Nordstrom and Valery Serdyukov, governor of the Leningradskaya Oblast, agreed on a five-year project to build a freight-processing complex at Yanino, a regional government spokesman said. He said that up to USD 70 million could be invested in the project.
In 2002, Containerships built a sea terminal in the Saint-Petersburg suburb of Kronstadt, at the Gulf of Finland. The facility's annual capacity could be increased to 500,000 TEUs of cargo per year from the current 75,000 TEUs when the Yanino terminal becomes operative.
Under the new deal, Containerships will also start research into the planned construction of a sea terminal near Primorsk.
OAO RZD Signed an Agreement with OAO Ust-Luga Sea Port
OAO RZD signed an agreement with OAO Ust-Luga Sea Port company. According to the agreement, companies will exchange forecasts and information about railway transportation volume to the Ust-Luga Port, planned delivery and loading on-line.
That will help to form financially beneficial cooperation in such sectors as railway infrastructure development and technology.OAO RZD and OAO Ust-Luga Seaport will form two constantly working groups, which will enable to discuss and solve problems fast.
"Ermak" Certificated
The certificate of conformance was given to the freight electric alternative current locomotive of 2YN5E type "Ermak", produced by the Novocherkassk Electric Locomotives Building Plant. The Plant is incorporated into ZAO Transmashholding.
The capacity of the locomotive is 6,120 kilowatt; the design speed is 110 km. per hour. The new electric locomotive of 2YN5E type is to replace all the freight electric locomotives of AE80 type.
Testing results showed that the optimal carrying capacity of "Ermak" locomotive is 4,700 tons, which exceeds the carrying capacity of AE80 electric locomotives by 500 tons. Delivery time from Sukhovskaya station to Ulan-Ude station (460 km.) reduced by 25 minutes to 7 hours and 45 minutes.
The electric locomotive "Ermak" was inagurated at the Vostochno-Sibirskaya (East-Siberian railway) on April 11.
Dneprvagonmash Promotes Contrailer Flat Cars to CIS Market
According to OAO Dneprvagonmash, in April 2006, the company certified a flat-car for contrailer transportation in Russia. The flat car for road-trains and containers of large capacity (13-4095 model) got a certificate of the Russian Register of Certification at the Federal Railway Transport. The certificate is in force till 2009.
The company associates the certification with the prospect of participation in contrailer transportation in the CIS and the Baltic states. The company believes that a number of factors make for the prospect: prospective geopolitical location, lack of motor roads, the dynamics of foreign trade turnover development.
The advantage of the model is its universal character, since it can transport motor-trains, as well as containers of large capacity. The capacity of a platform is 48 tons, the design speed is 120 km/h.
Nowadays, 13-4095 model is included into all the contrailer trains of Ukrzaliznytsya (for example, the "Viking" train servicing the route Odessa-Klaipeda, and "Yaroslav" train servicing the route Kiev-Slavkov).
New Block Train of Far-Eastern Transport Group
On April 30, the Far-Eastern Transport Group dispatched fastened block-train ? 1297 on the route Vostochny-Kuntsevo-2. The train consisted of 71 conventional units (68 forty-feet containers and 7 twenty-feet containers). It carried freight from China and South Korea.
The operator of the train is OOO Vostoktranscompany. The block train was formed from the Far-Eastern Transport Group's own rolling-stock.
The main advantages of the block trains organization technology is the simplified order of customs procedures and a special schedule, which enables to reduce delivery time. The total delivery time of the block train is reduced from the minimal two weeks to 10.5 days. The consignor saves USD 200 per container.
The planned freight volume carried by the block train amounts to 150 TEU. The fastened block train could run on the route Vostochny-Kuntsevo-2 weekly. In practice, its schedule depends on the coordination of documents in OAO RZD.
OOO Firma Transgarant Spreads its Network
OOO Firma Transgarant starts building a network of transport-logistics terminals. The company bought a "Stroyopttorg" warehouse in Khabarovsk.
OOO Firma Transgarant plans to build a universal terminal. The terminal will provide full complex of services, including reception and departure of the carriages and containers, cargo handling and warehousing. "Stroytorg" warehouse is situated in Khabarovsk, close to federal motorway Vladivostok-Khabarovsk and the Amur river. Total warehousing area is 25,000 square meters, including 20,000 square meters of ground storages. OOO Firma Transgarant plans to buy new wagons, infrastructure and repair projects. Currently, OOO Firma Transgarant owns 1,200 wagons. In particular, another warehouse and logistic complex in Chelyabinsk will be built.
OAO RZD: More than Forecasted
In 2005, the net profit of OAO RZD amounted to RUR11.3 billion, 29.9% up year-on-year. For the sake of comparison, the company's net profit was RUR 8.7 billion in 2004. Earlier it was planned that in 2005 OAO RZD's net profit would increase to about RUR 10 billion, however, the result exceeded the forecasted one.
The revenue from the company's basic activities amounted to RUR 747 billion in 2005, 13% up year-on-year (RUR 653 billion in 2004). The plan was exceeded by 1.5%. The company paid RUR 181.3 billion of taxes.
In 2005, the OAO RZD's throughput was 2 trillion t/km. The company plans that in 2006 its throughput will increase by 2.5% to 2,090.5 billion t/km. The company's financial plan for 2006 envisages passenger turnover of 163 billion passenger/km. OAO RZD plans that its revenue from basic activities will increase by 6.7% year-on-year to RUR 797.3 billion in 2006. It is expected that in 2008 the net profit will double in comparison with that of 2005. Besides, the company's investment programme for 2005, approved by the RF Government, was fulfilled.
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[DETAIL_TEXT] => In the framework of the international business forum "Strategic partnership 1520", Vladimir Chisnakov, ZAO Russian Troyka Head, Sergey Shpak, OAO Azovmash senior vice president for economy and finance and Oleg Luchkov Director General of Armavir heavy engineering plant, signed an agreement on cooperation.
The agreement confirmed the contract for delivery of twenty railway platforms of 13-1796 type, concluded by ZAO Russian Troyka and OAO Azovobschemash (an enterprise of Azovmash concern). Moreover, the sides agreed on the technical requirements for the platforms.
The sides discussed the delivery scheme for 171 flat wagons of 13-1796 model produced by OAO Armavir heavy engineering plant (an enterprise of Azovmash concern). The cost of the flat wagons is USD 9.25 million. Pacific Crest Shipping Company Limited will act as the vpurchaser of the flat wagons. The contract for delivery on leasing terms will come in force, when it is approved at the meeting of ZAO Russian Troyka stockholders.
The participants plan to discuss the delivery of additional 152 flat wagons, produced by OAO Armavir heavy engineering plant, in 2006. A leasing scheme will be used. ZAO Russian Troyka will choose the lessor/purchaser.
OAO TransContainer Registered
OAO TransContainer, a daughter company of OAO RZD was registered on March 4, 2006, based on the Center of Containerized Freight Transportation TransContainer - itself an affiliate of OAO RZD.
The authorized capital of the new company is RUR 13.9 billion, including RUR 12.9 billion of basic funds and non-completed objects. In March-June 2006, the process of organization of the technology of TransContainer's, as a daughter company of OAO RZD, cooperation with the other structures of OAO RZD, company's partners and clients was completed. In 2005, the share of TransContainer at the Russian market of transport-forwarding services of container transportation by railway was 22.3%. Nowadays, TransContainer manages rolling stock park of 23,000 flat-cars for containers of large capacity transportation and a container park of 177,000 units, including 48,000 containers of large capacity.
Kursiu Linija changes Terminals in Kaliningrad
Short sea operator Kursiu Linija has changes its point of operations in the Kaliningrad region. It is now using terminals in Baltiysk and the Fish Sea Port of Kaliningrad.
Arijus Ramonas, managing director of Kursiu Linija, says, "Kursiu is a leading player in container transportation for the Kaliningrad Region. The change of terminals is a strategic decision to secure our position and to make sure our clients have sufficient capacity to move cargo. We are expecting strong growth in volumes, as well as gains in efficiency and speed". Kursiu Linija has operated in Kaliningrad for over a decade. During this time Kursiu's container volumes in the port have increased from 1,000 TEU annually to almost 100,000 TEU in 2005. During the first quarter of 2006, Kursiu Linija carried 18,000 TEUs through the Port of Kaliningrad, almost a 30% growth year-on-year.
Kursiu Linija links Kaliningrad with Rotterdam, Bremerhaven and Hamburg. Nowadays, two vessels, with a total capacity of 1,300 TEU, service the line. Kursiu Linija plans to add a third 500 TEU vessel to the service and include a call at Saint-Petersburg. Lithuania-based Kursiu Linija is an intra-European carrier providing door-to-door transportation services between the Baltic States, Poland, the CIS and the UK and Northern Europe.
Finnish Shipping Co. to Build Container Terminal in Russia
Finnish logistics and shipping company Containerships LTD OY will build a container terminal in northwestern Russia under a deal signed with regional officials on April 20.
Containerships CEO Kimmo Nordstrom and Valery Serdyukov, governor of the Leningradskaya Oblast, agreed on a five-year project to build a freight-processing complex at Yanino, a regional government spokesman said. He said that up to USD 70 million could be invested in the project.
In 2002, Containerships built a sea terminal in the Saint-Petersburg suburb of Kronstadt, at the Gulf of Finland. The facility's annual capacity could be increased to 500,000 TEUs of cargo per year from the current 75,000 TEUs when the Yanino terminal becomes operative.
Under the new deal, Containerships will also start research into the planned construction of a sea terminal near Primorsk.
OAO RZD Signed an Agreement with OAO Ust-Luga Sea Port
OAO RZD signed an agreement with OAO Ust-Luga Sea Port company. According to the agreement, companies will exchange forecasts and information about railway transportation volume to the Ust-Luga Port, planned delivery and loading on-line.
That will help to form financially beneficial cooperation in such sectors as railway infrastructure development and technology.OAO RZD and OAO Ust-Luga Seaport will form two constantly working groups, which will enable to discuss and solve problems fast.
"Ermak" Certificated
The certificate of conformance was given to the freight electric alternative current locomotive of 2YN5E type "Ermak", produced by the Novocherkassk Electric Locomotives Building Plant. The Plant is incorporated into ZAO Transmashholding.
The capacity of the locomotive is 6,120 kilowatt; the design speed is 110 km. per hour. The new electric locomotive of 2YN5E type is to replace all the freight electric locomotives of AE80 type.
Testing results showed that the optimal carrying capacity of "Ermak" locomotive is 4,700 tons, which exceeds the carrying capacity of AE80 electric locomotives by 500 tons. Delivery time from Sukhovskaya station to Ulan-Ude station (460 km.) reduced by 25 minutes to 7 hours and 45 minutes.
The electric locomotive "Ermak" was inagurated at the Vostochno-Sibirskaya (East-Siberian railway) on April 11.
Dneprvagonmash Promotes Contrailer Flat Cars to CIS Market
According to OAO Dneprvagonmash, in April 2006, the company certified a flat-car for contrailer transportation in Russia. The flat car for road-trains and containers of large capacity (13-4095 model) got a certificate of the Russian Register of Certification at the Federal Railway Transport. The certificate is in force till 2009.
The company associates the certification with the prospect of participation in contrailer transportation in the CIS and the Baltic states. The company believes that a number of factors make for the prospect: prospective geopolitical location, lack of motor roads, the dynamics of foreign trade turnover development.
The advantage of the model is its universal character, since it can transport motor-trains, as well as containers of large capacity. The capacity of a platform is 48 tons, the design speed is 120 km/h.
Nowadays, 13-4095 model is included into all the contrailer trains of Ukrzaliznytsya (for example, the "Viking" train servicing the route Odessa-Klaipeda, and "Yaroslav" train servicing the route Kiev-Slavkov).
New Block Train of Far-Eastern Transport Group
On April 30, the Far-Eastern Transport Group dispatched fastened block-train ? 1297 on the route Vostochny-Kuntsevo-2. The train consisted of 71 conventional units (68 forty-feet containers and 7 twenty-feet containers). It carried freight from China and South Korea.
The operator of the train is OOO Vostoktranscompany. The block train was formed from the Far-Eastern Transport Group's own rolling-stock.
The main advantages of the block trains organization technology is the simplified order of customs procedures and a special schedule, which enables to reduce delivery time. The total delivery time of the block train is reduced from the minimal two weeks to 10.5 days. The consignor saves USD 200 per container.
The planned freight volume carried by the block train amounts to 150 TEU. The fastened block train could run on the route Vostochny-Kuntsevo-2 weekly. In practice, its schedule depends on the coordination of documents in OAO RZD.
OOO Firma Transgarant Spreads its Network
OOO Firma Transgarant starts building a network of transport-logistics terminals. The company bought a "Stroyopttorg" warehouse in Khabarovsk.
OOO Firma Transgarant plans to build a universal terminal. The terminal will provide full complex of services, including reception and departure of the carriages and containers, cargo handling and warehousing. "Stroytorg" warehouse is situated in Khabarovsk, close to federal motorway Vladivostok-Khabarovsk and the Amur river. Total warehousing area is 25,000 square meters, including 20,000 square meters of ground storages. OOO Firma Transgarant plans to buy new wagons, infrastructure and repair projects. Currently, OOO Firma Transgarant owns 1,200 wagons. In particular, another warehouse and logistic complex in Chelyabinsk will be built.
OAO RZD: More than Forecasted
In 2005, the net profit of OAO RZD amounted to RUR11.3 billion, 29.9% up year-on-year. For the sake of comparison, the company's net profit was RUR 8.7 billion in 2004. Earlier it was planned that in 2005 OAO RZD's net profit would increase to about RUR 10 billion, however, the result exceeded the forecasted one.
The revenue from the company's basic activities amounted to RUR 747 billion in 2005, 13% up year-on-year (RUR 653 billion in 2004). The plan was exceeded by 1.5%. The company paid RUR 181.3 billion of taxes.
In 2005, the OAO RZD's throughput was 2 trillion t/km. The company plans that in 2006 its throughput will increase by 2.5% to 2,090.5 billion t/km. The company's financial plan for 2006 envisages passenger turnover of 163 billion passenger/km. OAO RZD plans that its revenue from basic activities will increase by 6.7% year-on-year to RUR 797.3 billion in 2006. It is expected that in 2008 the net profit will double in comparison with that of 2005. Besides, the company's investment programme for 2005, approved by the RF Government, was fulfilled.
[~DETAIL_TEXT] => In the framework of the international business forum "Strategic partnership 1520", Vladimir Chisnakov, ZAO Russian Troyka Head, Sergey Shpak, OAO Azovmash senior vice president for economy and finance and Oleg Luchkov Director General of Armavir heavy engineering plant, signed an agreement on cooperation.
The agreement confirmed the contract for delivery of twenty railway platforms of 13-1796 type, concluded by ZAO Russian Troyka and OAO Azovobschemash (an enterprise of Azovmash concern). Moreover, the sides agreed on the technical requirements for the platforms.
The sides discussed the delivery scheme for 171 flat wagons of 13-1796 model produced by OAO Armavir heavy engineering plant (an enterprise of Azovmash concern). The cost of the flat wagons is USD 9.25 million. Pacific Crest Shipping Company Limited will act as the vpurchaser of the flat wagons. The contract for delivery on leasing terms will come in force, when it is approved at the meeting of ZAO Russian Troyka stockholders.
The participants plan to discuss the delivery of additional 152 flat wagons, produced by OAO Armavir heavy engineering plant, in 2006. A leasing scheme will be used. ZAO Russian Troyka will choose the lessor/purchaser.
OAO TransContainer Registered
OAO TransContainer, a daughter company of OAO RZD was registered on March 4, 2006, based on the Center of Containerized Freight Transportation TransContainer - itself an affiliate of OAO RZD.
The authorized capital of the new company is RUR 13.9 billion, including RUR 12.9 billion of basic funds and non-completed objects. In March-June 2006, the process of organization of the technology of TransContainer's, as a daughter company of OAO RZD, cooperation with the other structures of OAO RZD, company's partners and clients was completed. In 2005, the share of TransContainer at the Russian market of transport-forwarding services of container transportation by railway was 22.3%. Nowadays, TransContainer manages rolling stock park of 23,000 flat-cars for containers of large capacity transportation and a container park of 177,000 units, including 48,000 containers of large capacity.
Kursiu Linija changes Terminals in Kaliningrad
Short sea operator Kursiu Linija has changes its point of operations in the Kaliningrad region. It is now using terminals in Baltiysk and the Fish Sea Port of Kaliningrad.
Arijus Ramonas, managing director of Kursiu Linija, says, "Kursiu is a leading player in container transportation for the Kaliningrad Region. The change of terminals is a strategic decision to secure our position and to make sure our clients have sufficient capacity to move cargo. We are expecting strong growth in volumes, as well as gains in efficiency and speed". Kursiu Linija has operated in Kaliningrad for over a decade. During this time Kursiu's container volumes in the port have increased from 1,000 TEU annually to almost 100,000 TEU in 2005. During the first quarter of 2006, Kursiu Linija carried 18,000 TEUs through the Port of Kaliningrad, almost a 30% growth year-on-year.
Kursiu Linija links Kaliningrad with Rotterdam, Bremerhaven and Hamburg. Nowadays, two vessels, with a total capacity of 1,300 TEU, service the line. Kursiu Linija plans to add a third 500 TEU vessel to the service and include a call at Saint-Petersburg. Lithuania-based Kursiu Linija is an intra-European carrier providing door-to-door transportation services between the Baltic States, Poland, the CIS and the UK and Northern Europe.
Finnish Shipping Co. to Build Container Terminal in Russia
Finnish logistics and shipping company Containerships LTD OY will build a container terminal in northwestern Russia under a deal signed with regional officials on April 20.
Containerships CEO Kimmo Nordstrom and Valery Serdyukov, governor of the Leningradskaya Oblast, agreed on a five-year project to build a freight-processing complex at Yanino, a regional government spokesman said. He said that up to USD 70 million could be invested in the project.
In 2002, Containerships built a sea terminal in the Saint-Petersburg suburb of Kronstadt, at the Gulf of Finland. The facility's annual capacity could be increased to 500,000 TEUs of cargo per year from the current 75,000 TEUs when the Yanino terminal becomes operative.
Under the new deal, Containerships will also start research into the planned construction of a sea terminal near Primorsk.
OAO RZD Signed an Agreement with OAO Ust-Luga Sea Port
OAO RZD signed an agreement with OAO Ust-Luga Sea Port company. According to the agreement, companies will exchange forecasts and information about railway transportation volume to the Ust-Luga Port, planned delivery and loading on-line.
That will help to form financially beneficial cooperation in such sectors as railway infrastructure development and technology.OAO RZD and OAO Ust-Luga Seaport will form two constantly working groups, which will enable to discuss and solve problems fast.
"Ermak" Certificated
The certificate of conformance was given to the freight electric alternative current locomotive of 2YN5E type "Ermak", produced by the Novocherkassk Electric Locomotives Building Plant. The Plant is incorporated into ZAO Transmashholding.
The capacity of the locomotive is 6,120 kilowatt; the design speed is 110 km. per hour. The new electric locomotive of 2YN5E type is to replace all the freight electric locomotives of AE80 type.
Testing results showed that the optimal carrying capacity of "Ermak" locomotive is 4,700 tons, which exceeds the carrying capacity of AE80 electric locomotives by 500 tons. Delivery time from Sukhovskaya station to Ulan-Ude station (460 km.) reduced by 25 minutes to 7 hours and 45 minutes.
The electric locomotive "Ermak" was inagurated at the Vostochno-Sibirskaya (East-Siberian railway) on April 11.
Dneprvagonmash Promotes Contrailer Flat Cars to CIS Market
According to OAO Dneprvagonmash, in April 2006, the company certified a flat-car for contrailer transportation in Russia. The flat car for road-trains and containers of large capacity (13-4095 model) got a certificate of the Russian Register of Certification at the Federal Railway Transport. The certificate is in force till 2009.
The company associates the certification with the prospect of participation in contrailer transportation in the CIS and the Baltic states. The company believes that a number of factors make for the prospect: prospective geopolitical location, lack of motor roads, the dynamics of foreign trade turnover development.
The advantage of the model is its universal character, since it can transport motor-trains, as well as containers of large capacity. The capacity of a platform is 48 tons, the design speed is 120 km/h.
Nowadays, 13-4095 model is included into all the contrailer trains of Ukrzaliznytsya (for example, the "Viking" train servicing the route Odessa-Klaipeda, and "Yaroslav" train servicing the route Kiev-Slavkov).
New Block Train of Far-Eastern Transport Group
On April 30, the Far-Eastern Transport Group dispatched fastened block-train ? 1297 on the route Vostochny-Kuntsevo-2. The train consisted of 71 conventional units (68 forty-feet containers and 7 twenty-feet containers). It carried freight from China and South Korea.
The operator of the train is OOO Vostoktranscompany. The block train was formed from the Far-Eastern Transport Group's own rolling-stock.
The main advantages of the block trains organization technology is the simplified order of customs procedures and a special schedule, which enables to reduce delivery time. The total delivery time of the block train is reduced from the minimal two weeks to 10.5 days. The consignor saves USD 200 per container.
The planned freight volume carried by the block train amounts to 150 TEU. The fastened block train could run on the route Vostochny-Kuntsevo-2 weekly. In practice, its schedule depends on the coordination of documents in OAO RZD.
OOO Firma Transgarant Spreads its Network
OOO Firma Transgarant starts building a network of transport-logistics terminals. The company bought a "Stroyopttorg" warehouse in Khabarovsk.
OOO Firma Transgarant plans to build a universal terminal. The terminal will provide full complex of services, including reception and departure of the carriages and containers, cargo handling and warehousing. "Stroytorg" warehouse is situated in Khabarovsk, close to federal motorway Vladivostok-Khabarovsk and the Amur river. Total warehousing area is 25,000 square meters, including 20,000 square meters of ground storages. OOO Firma Transgarant plans to buy new wagons, infrastructure and repair projects. Currently, OOO Firma Transgarant owns 1,200 wagons. In particular, another warehouse and logistic complex in Chelyabinsk will be built.
OAO RZD: More than Forecasted
In 2005, the net profit of OAO RZD amounted to RUR11.3 billion, 29.9% up year-on-year. For the sake of comparison, the company's net profit was RUR 8.7 billion in 2004. Earlier it was planned that in 2005 OAO RZD's net profit would increase to about RUR 10 billion, however, the result exceeded the forecasted one.
The revenue from the company's basic activities amounted to RUR 747 billion in 2005, 13% up year-on-year (RUR 653 billion in 2004). The plan was exceeded by 1.5%. The company paid RUR 181.3 billion of taxes.
In 2005, the OAO RZD's throughput was 2 trillion t/km. The company plans that in 2006 its throughput will increase by 2.5% to 2,090.5 billion t/km. The company's financial plan for 2006 envisages passenger turnover of 163 billion passenger/km. OAO RZD plans that its revenue from basic activities will increase by 6.7% year-on-year to RUR 797.3 billion in 2006. It is expected that in 2008 the net profit will double in comparison with that of 2005. Besides, the company's investment programme for 2005, approved by the RF Government, was fulfilled.
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