III КВАРТАЛ 2022Г. - 55 баллов
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[~NAME] => Motor Trucks Need Roads Badly
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Extinction of Roads
About 20 mln. trucks run the Russian road net daily. They transport about 25 mln. tons of cargo via the frontier, while international truck transportation volume grows by 20% per year. According to the statistics, trucks make about 70% of international containerized cargo handled by the ports of Russia. The present-day road infrastructure can't cope with the growing demand or keep pace with modern rates. Nowadays 28.2% of federal motorways are constantly overloaded.
Meanwhile, the trucks number is expected to grow in the nearest future. According to the forecasts made by the RF Ministry of Transport, it will reach 5 mln. units by 2010 (for the sake of comparison it amounted to only 4 mln. in 2004). The number of buses will grow by 12%, that of cars - by 55-60%. Experts claim these figures seriously exceed the present-day capacities of road infrastructure.
First of all, Russian roads do not meet modern technical requirements. Thus, federal roads are capable to bear the load of 6-10 tons per axle whereas, in the world the load of 11 and more tons can be practiced. In some countries, for example in France, this number is higher and amounts to 13 tons per axle. That is why international trucks flowing to Russia can simply destroy the roads.
Quite a significant fact is that major volumes of construction and renovation work were completed in the 1970 - 1990ies. Considering this and the fact that a road's life-cycle amounts to nearly 30 years, a total collapse and inevitable degradation of roads can happen in 5-10 years, if no preventive measures are taken. However, the figures suggest that even the current state of the roads does not correspond to the technical norms: 56% of federal motor ways do not come up to the strength standards, 37% - don't even meet the surface standards.
Nowadays cars in Russia utilize 1.5 times more fuel than they do in developed foreign countries; the cost of motor transport maintenance grows two- or three-fold and the car operation life shortens by 30%, while that of tires - at 1.5-2 times. It is not only machinery that suffers: people also die in traffic accidents. Thus, in 2005 due to unsatisfactory road conditions, 53 thousand accidents were registered.
Law to Give Roads
"Rosavtodor" experts explain this sad situation on the road by scarce financing allocated to the repair and maintenance sector. Thus, in 2005 the settled expenditures volume for these needs amounted to RUR 28.55 bln., which is by 9% less than in 2004. Construction and renovation of the federal roads, on the opposite, demanded by 45% more investment than it did last year, though over two thirds of these resources were directed to six objects. Among them are the Ring Motor road (Saint-Petersburg), roads "Amur" (Chita-Khabarovsk) and "Kolyma" in the Sakha Republic (Yakutiya), etc.
However, funds shortage is not the only problem of the Russian roads. Road economy is practically the only sector having no direct legislative instrument, which naturally impacts negatively the rates of its development. So far the concept of the Federal law "On motor ways" is under discussion. Moreover, according to experts, the Federal Law "On toll roads" should be approved as soon as possible; its draft is currently considered by the RF Government. This will give additional guarantees to investors and road customers.
One of the key directions is the attraction of investment into the road economy. On the basis of state-and-private partnership, motor ways construction is planned in the busiest areas (accesses to cities, airports etc.), as well as speeded by-passes with high traffic capacities. The basic principle for non-budget funds attraction into the sector, according to the officials, will be a guaranteed payback of invested volumes to the investor at the expense of toll terms of a given object exploitation. Moreover, these projects will be co-financed by the state from the Investment Fund. Some examples of this model can already be seen: in particular, it is the construction of the high-speed toll road Moscow - Saint-Petersburg and the Central Ring road in the Moscow region. However, once again, to implement all these projects, the legislative and normative base should be improved.
To solve the problems that would arise during the construction and renovation of motor ways, the Land Code, the Forest Code etc. should be amended. All these details are considered now.
In order to solve the problem of road damage by cargo vehicles, temporary limits on vehicles traffic along federal roads of common use are to be introduced, according to Igor Levitin, the Russian Minister of Transport. Moreover, the RF Ministry of Transport have drafted the RF Government decree on the toll charged from large-capacity and heavy trucks of more than 12 tons carrying capacity.
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Extinction of Roads
About 20 mln. trucks run the Russian road net daily. They transport about 25 mln. tons of cargo via the frontier, while international truck transportation volume grows by 20% per year. According to the statistics, trucks make about 70% of international containerized cargo handled by the ports of Russia. The present-day road infrastructure can't cope with the growing demand or keep pace with modern rates. Nowadays 28.2% of federal motorways are constantly overloaded.
Meanwhile, the trucks number is expected to grow in the nearest future. According to the forecasts made by the RF Ministry of Transport, it will reach 5 mln. units by 2010 (for the sake of comparison it amounted to only 4 mln. in 2004). The number of buses will grow by 12%, that of cars - by 55-60%. Experts claim these figures seriously exceed the present-day capacities of road infrastructure.
First of all, Russian roads do not meet modern technical requirements. Thus, federal roads are capable to bear the load of 6-10 tons per axle whereas, in the world the load of 11 and more tons can be practiced. In some countries, for example in France, this number is higher and amounts to 13 tons per axle. That is why international trucks flowing to Russia can simply destroy the roads.
Quite a significant fact is that major volumes of construction and renovation work were completed in the 1970 - 1990ies. Considering this and the fact that a road's life-cycle amounts to nearly 30 years, a total collapse and inevitable degradation of roads can happen in 5-10 years, if no preventive measures are taken. However, the figures suggest that even the current state of the roads does not correspond to the technical norms: 56% of federal motor ways do not come up to the strength standards, 37% - don't even meet the surface standards.
Nowadays cars in Russia utilize 1.5 times more fuel than they do in developed foreign countries; the cost of motor transport maintenance grows two- or three-fold and the car operation life shortens by 30%, while that of tires - at 1.5-2 times. It is not only machinery that suffers: people also die in traffic accidents. Thus, in 2005 due to unsatisfactory road conditions, 53 thousand accidents were registered.
Law to Give Roads
"Rosavtodor" experts explain this sad situation on the road by scarce financing allocated to the repair and maintenance sector. Thus, in 2005 the settled expenditures volume for these needs amounted to RUR 28.55 bln., which is by 9% less than in 2004. Construction and renovation of the federal roads, on the opposite, demanded by 45% more investment than it did last year, though over two thirds of these resources were directed to six objects. Among them are the Ring Motor road (Saint-Petersburg), roads "Amur" (Chita-Khabarovsk) and "Kolyma" in the Sakha Republic (Yakutiya), etc.
However, funds shortage is not the only problem of the Russian roads. Road economy is practically the only sector having no direct legislative instrument, which naturally impacts negatively the rates of its development. So far the concept of the Federal law "On motor ways" is under discussion. Moreover, according to experts, the Federal Law "On toll roads" should be approved as soon as possible; its draft is currently considered by the RF Government. This will give additional guarantees to investors and road customers.
One of the key directions is the attraction of investment into the road economy. On the basis of state-and-private partnership, motor ways construction is planned in the busiest areas (accesses to cities, airports etc.), as well as speeded by-passes with high traffic capacities. The basic principle for non-budget funds attraction into the sector, according to the officials, will be a guaranteed payback of invested volumes to the investor at the expense of toll terms of a given object exploitation. Moreover, these projects will be co-financed by the state from the Investment Fund. Some examples of this model can already be seen: in particular, it is the construction of the high-speed toll road Moscow - Saint-Petersburg and the Central Ring road in the Moscow region. However, once again, to implement all these projects, the legislative and normative base should be improved.
To solve the problems that would arise during the construction and renovation of motor ways, the Land Code, the Forest Code etc. should be amended. All these details are considered now.
In order to solve the problem of road damage by cargo vehicles, temporary limits on vehicles traffic along federal roads of common use are to be introduced, according to Igor Levitin, the Russian Minister of Transport. Moreover, the RF Ministry of Transport have drafted the RF Government decree on the toll charged from large-capacity and heavy trucks of more than 12 tons carrying capacity.
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[NAME] => To Roll On And Off In Russian Way
[~NAME] => To Roll On And Off In Russian Way
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Dynamic developmentas a must
The fact that the state has a great number of islands and archipelagoes is an important geographical advantage to promote ferry transportation. Russia is not an exception in this respect. That is one reason why ferry transportation is actively developing in the Baltic region, in the Azov-Black Sea basin and in the Far East region.
The dynamic enhancement of the ferry transportation market, as well as the growth of interest to this sort of business, can be explained by a number of reasons. Thus, according to "MST Shipping Service" JSC, which is an agent of ro-ro shipping service of SCF St.Petersburg Line (Sovkomflot), ro-ro transportation development is closely connected with the overall development of the Russian economy, in particular in building sector and some others. The underlying message is that new technical equipment is required in larger volumes, as volumes of loading/unloading services are increasing. Moreover, commodity turnover growth forces motor truck parks to renew, which makes cargo volumes for ro-ro transportation grow as well.
Among the advantages the consignor of goods can obtain while working with ro-ro services are precise terms of goods delivery, as well as these services regularity. In particular, this idea is expressed by "Finnlines", one of the largest European shipping companies. Moreover, there is no need to set limits on the volume of cargo consignment that speeds up the sale of delivered cargo, and transit time from Western Europe to the Russian customer has also shortened. At the same time, according to "MET" JSC who performs as a "K" Line agent in Russia, ro-ro transportation has to do not only with cars and wheel machinery in general, but also with large-tonnage and heavy equipment which can't be transported by containers: motor-launches, yachts, and saw-timber are transported by special platforms. The port of Vladivostok points out one more advantage of ro-ro transportation, which is the decrease of expenditures suffered by the ports while loading/unloading, as the stevedoring rate is only half as high as the one for traditional vertical mode of shipping.
"This sort of transportation simplifies loading/unloading processes, which is important during outsize and self-propelled cargo transportation; it involves less documentation and less risk of cargo loss", - representatives of "MST Shipping Service" JSC say.
It is important to mention that, with ro-ro transportation growth, the share of railway ferry transportation decreases. This tendency is observed globally: some of these services have now disappeared and are substituted by bridges/tunnels, and trailers have replaced cars at the functioning railway ferry lines. The reasons for this drop are hidden in incidental peculiarities of ferry-railway transportation: weight of a wagon is practically the same as the weight of the cargo in it. Cars loading/unloading at specialized terminals takes long. Most ferries are now either initially constructed or undergoing modernization to transport wagons and motor vehicles, and a part was re-equipped to transport motor cars. Russian ferry transportation development is influenced by many factors, the most important of which is its location within the transport corridors of the state.
Gates to Baltic Sea
The Baltic region is the world's leader in ferry transportation. Predominance of short and medium-length routes results in a high level of vessels turnover. The Baltic Sea keeps its winner position, compared even to the North Sea and the Mediterranean, not only due to the number of service lines (there are over 80 of them now and this number is always increasing), but mostly due to a great annual volume of ferry operations.
In this respect Russian ferry transportation is also developing actively. Thus, "Finnlines" company noted the high percentage of not only European, but Russian ferries as well. The dynamics of ferry transportation development in the Big port of Saint-Petersburg is shown by the fact that "Petrolesport" JSC and "Baltic transport systems" JSC operate 6-7 ferries per week.
The terminal for ro-ro cargo handling was opened on the territory of "Petrolesport" JSC at the end of 2002 to service Saint-Petersburg - Kiel ferry line. The terminal is equipped with modern technical devices and warehouse areas. At present the company is getting ready to service ferries of 11.0 m draft - the biggest vessels are to be handled in Saint-Petersburg. At the same time, many companies involved into ro-ro business claim that, due to the lack of terminal areas and their poor technical equipment, they have to refuse certain cargo.
According to Andrey Samoilov, General Director "MET" JSC, "К" Line Russian representative office, not only their company's ferries, but also those of their competitors are completely loaded. Different companies take different steps to increase their competitiveness. Some of them are expanding the geography of their ferry business, others stake on service quality.
Today there are four ferry lines in the port of Saint-Petersburg: TransRussiaExpress (Saint-Petersburg - Helsinki - Luebeck - Sassnitz - Baltiisk), Kiel - Saint-Petersburg - Kiel, Saint-Petersburg - Muuga, Zeebrugge - Bremenhafen - Cookshafen - Malmoe - Hanko - Hamina - Saint-Petersburg- Zeebrugge.
The TransRussiaExpress (Finnlines) line joins the German ports of Luebeck, Sassnitz, on the one hand, with Baltiisk (Kaliningrad region), and on the other, with Saint-Petersburg all year round. Since May 2004, the cargo line TransRussiaExpress has expanded its service by a new ship calling at the port of Helsinki on the way to Saint-Petersburg, which gives clients new opportunities for trade-logistic operations development. A new service line to Estonia (the port of Muuga (Tallin) was opened in 2006.
Sovkomflot (Kiel - Saint-Petersburg - Kiel) and TransRussiaExpress offer lower rates from the ports of Germany (Kiel and Luebeck respectively). These ports can be used for cargo transportation going from Germany. Bremenhafen rate ("К" Linе service) is higher, as this port is located behind the Kiel canal and performs as a handling port for ocean services.
"Since January 2006 "К" Line has been operating two new vessels with the capacity of 1700 motor vehicles, - Andrey Samoilov says. - Ships call at Saint-Petersburg on Fridays. The route joins Saint-Petersburg with the ports of England, Belgium, Germany, Sweden and Finland. In the ports of Bremenhafen and Zeebrugge the cargo is handled to the ocean services of K-Line to the USA, South and Central America, the Mediterranean region, South-Eastern Asia, South Africa and Australia".
Moreover, a ferry line to Kronshtadt will be opened soon. The works on the launch of a ferry line in Ust-Luga port are actively unfolding now. Ro-ro operators believe it is only a matter of a few years for the "sea gates" to Europe to open. Construction of 11 different terminals in both parts (North and South) of the port of Ust-Luga started. Also, in the South part of the port, a ferry bridge and multi-type handling complex for ro-ro cargo will be constructed. According to Igor Rusu, Director General of "Ust-Luga Company" JSC, the first stage of the motor-railway ferry complex will be completed at the end of this year. In a few years, with the help of this complex, the company plans to handle motor vehicles exported from Europe, which are transported to Russia via Finland now.
South Gatesof the Country
Two ferry lines are operated in the Azov-Black Sea basin now. Since 1993 Novorossyisk - Samsun line has been functioning, where Turkish ferries operate at present. The second line makes a triangular joining of Novorossyisk with Burgas and Poti. Bulgarian ferries service the line here. There is no chance to construct and launch Russian ferries in the region due to lack of budget funds. According to experts, Russia suffers annual currency losses worth USD 25-30 mln.
These very ports of the Azov-Black Sea region are exports ports for domestic motor industry production. Motor cars produced by "GAZ" JSC make up ro-ro cargo for transportation via Novorossyisk port. At the same time, export is transported by containers or dry cargo ships very seldom and only when it concerns small consignments. It is quite typical that, when choosing routes, almost 100% of exporters stake Saint-Petersburg, if they plan container transportation, and Novorossyisk, if it has to do with ro-ro vessels. Besides motor cars, ro-ro cargo transported via the port of Novorossyisk is general cargo, while perishable cargo makes only 30-35%.
At the beginning of last year, "AVTOVAZ" JSC signed a contract to deliver 10 thousand units of its production via the "Novorossyisk UTEP" JSC; before this the company had cooperated with the ports of Ilyichevsk (Ukraine) and Caucasus (Russia). "NUTEP" JSC, where 65% of shares belongs to "Company Stocks+" JSC, was established by National Container Company and "Delo" Group of companies and specializes in forwarding cargo transported by international ferry services and handling heavy tonnage trucks via the port of Novorossyisk. Since 1993 it has been servicing two directions: Russia- Bulgaria, Russia - Turkey. When creating a united technological system of motor truck and container transportation within "North-South" transport corridor in 1996, a state contract with the RF Ministry of Transport was concluded. The contractual obligations envisaged construction and launch of motor-ferry complex in the South-East cargo area of the port. From 1997 tо 2006 South region was facing a drop in ferry transportation volume. At present, the transported units number decreased by 50%, while harbor duties do not exceed USD 1.5 mln. "Such a drop in ferry transportation development was caused by certain reasons, - Irina Sklyarova, Director of "А-Consulting" JSC, says, - but, firstly, by the fact that controlling bodies misinterpreted the RF Government Decree №60 from 19.01.1998 to their own benefits, thus, influencing the major advantage of ferry transportation, i.e. transportation speed. Another serious reason for decrease was the inability of antimonopoly bodies to make big companies understand the specific nature of ferry transportation and create competition in order to lower the costs of services for ro-ro transportation in the ports (duties rates, terminal taxes, tug services)".
It should be noted that after the collapse of the USSR, starting from 1994 tо 1997, a positive dynamics of multimodal transportation was observed in the port of Novorossyisk: the number of vessels and lines increased; by 1996 the number of transported motor cars had reached 55-60 thousand units per year. Only 14 ferries operating in the port made USD 4 mln. as harbor duties per year. At the same time, this dynamics underwent some negative influence in the form of imperfect legislation, the destructive policy of the controlling bodies, and competition for property redistribution. In Irina Sklyarova's words, the only engine of positive dynamics was "NUTEP" JSC, which put forward a proposal to amend the legislation in order to develop ro-ro transportation, as well as initiated a specialized multimodal complex construction etc.
Towards East
In the last five years Russia has joined the Asian-Pacific cargo flow. The ferry transportation market of the Asian-Pacific countries has been developing for already 40 years, especially when it comes to the Japanese sea, the area between China and Japan. A classical ferry line operates for coastal navigation and joins the port of Vanino and Holmsk. This line has been operating since 1973 and is a specialized multimodal service. This line is greatly important, as it is, in fact, the only bridge between the island and the mainland. Despite the fact that for the last 10 years cargo volumes have been dropping here, today we can claim a certain revival. "According to the residual principle, motor cars are placed on board and transported, - Zakir Vagapov, head of marketing department of "Port Vanino" JSC, says. With the increase of motor cars transit to the island and back, motor vehicles have certain ambitions to become an independent cargo flow. However, nobody knows when it can be formed into full ro-ro transportation". The fact to note is that ferry transportation takes 1.8-1.9 mln.tons from the aggregate cargo turnover in the port of Vanino, which amounts to 6 mln.tons.
SASCO (Sakhalin shipping company) implements transportation in this direction. At present SASCO operates 3 ferry lines: Vanino-Holmsk railway-ferry line, and Vanino-Sakhalin and Otaru-Sakhalin-Vanino motor ferry lines.
"The use of ferries allows to decrease the cost and period of cargo delivery significantly, since cargo load/unload is implemented with no stevedoring services: wagons and motor cars get on board by themselves," the company says. "Initially ferries were destined for transportation between Vanino and Holmsk (ports equipped with specialized ferry berths), but later SASCO developed and launched technologies that allowed to carry cargo onto ferries practically in any port". This gave the company a chance to expand their ferry transportation geography and ferry lines geography in particular.
The Otaru-Sakhalin-Vanino line became a logical development of the Otaru-Holmsk line that has operated since 1998. After specialized ro-ro vessels substituted railway ferries, the range of transported cargo expanded significantly. The vessel is comfortably equipped for container and general cargo transportation. Moreover, in contrast to railway ferries, "Lyutoga" specialized vessel is capable of calling not only in the port of Holmsk on Sakhalin, but in the port Korsakov as well.
In addition, in the Far East region the Sea Commercial port of Vladivostok also works with ro-ro vessels on international services. "At present we have four shipping lines that join Vladivostok and Japan. These lines are serviced by ro-ro vessels, which are motor cars carriers and ro-ro vessels of the port of Vladivostok", - Oleg Bondarenko, Production Director Deputy of "Vladivostok Commercial Sea Port" JSC, says.
In general, in 2005 the port of Vladivostok handled about 190 thousand units of motor cars, and in the next year it is planned to boost this volume by 30%, provided the customs legislation does not change. Recently the ports of Japan - Vladivostok line received 7 ferries.
In Oleg Bondarenko's words, ferry transportation allows to shorten and simplify load/unload procedures. "The number of motor cars transported by ro-ro vessels reached 40% in the general volume of ro-ro cargo," he says. "The motor vehicles share amounts to 5% in the total cargo turnover of the port of Vladivostok".
Considering all this, the transport business of the Far East region needs customs procedures simplification and development of new technologies for customs cargo and documents registration.
Ekaterina Glazunova
[~DETAIL_TEXT] =>
Dynamic developmentas a must
The fact that the state has a great number of islands and archipelagoes is an important geographical advantage to promote ferry transportation. Russia is not an exception in this respect. That is one reason why ferry transportation is actively developing in the Baltic region, in the Azov-Black Sea basin and in the Far East region.
The dynamic enhancement of the ferry transportation market, as well as the growth of interest to this sort of business, can be explained by a number of reasons. Thus, according to "MST Shipping Service" JSC, which is an agent of ro-ro shipping service of SCF St.Petersburg Line (Sovkomflot), ro-ro transportation development is closely connected with the overall development of the Russian economy, in particular in building sector and some others. The underlying message is that new technical equipment is required in larger volumes, as volumes of loading/unloading services are increasing. Moreover, commodity turnover growth forces motor truck parks to renew, which makes cargo volumes for ro-ro transportation grow as well.
Among the advantages the consignor of goods can obtain while working with ro-ro services are precise terms of goods delivery, as well as these services regularity. In particular, this idea is expressed by "Finnlines", one of the largest European shipping companies. Moreover, there is no need to set limits on the volume of cargo consignment that speeds up the sale of delivered cargo, and transit time from Western Europe to the Russian customer has also shortened. At the same time, according to "MET" JSC who performs as a "K" Line agent in Russia, ro-ro transportation has to do not only with cars and wheel machinery in general, but also with large-tonnage and heavy equipment which can't be transported by containers: motor-launches, yachts, and saw-timber are transported by special platforms. The port of Vladivostok points out one more advantage of ro-ro transportation, which is the decrease of expenditures suffered by the ports while loading/unloading, as the stevedoring rate is only half as high as the one for traditional vertical mode of shipping.
"This sort of transportation simplifies loading/unloading processes, which is important during outsize and self-propelled cargo transportation; it involves less documentation and less risk of cargo loss", - representatives of "MST Shipping Service" JSC say.
It is important to mention that, with ro-ro transportation growth, the share of railway ferry transportation decreases. This tendency is observed globally: some of these services have now disappeared and are substituted by bridges/tunnels, and trailers have replaced cars at the functioning railway ferry lines. The reasons for this drop are hidden in incidental peculiarities of ferry-railway transportation: weight of a wagon is practically the same as the weight of the cargo in it. Cars loading/unloading at specialized terminals takes long. Most ferries are now either initially constructed or undergoing modernization to transport wagons and motor vehicles, and a part was re-equipped to transport motor cars. Russian ferry transportation development is influenced by many factors, the most important of which is its location within the transport corridors of the state.
Gates to Baltic Sea
The Baltic region is the world's leader in ferry transportation. Predominance of short and medium-length routes results in a high level of vessels turnover. The Baltic Sea keeps its winner position, compared even to the North Sea and the Mediterranean, not only due to the number of service lines (there are over 80 of them now and this number is always increasing), but mostly due to a great annual volume of ferry operations.
In this respect Russian ferry transportation is also developing actively. Thus, "Finnlines" company noted the high percentage of not only European, but Russian ferries as well. The dynamics of ferry transportation development in the Big port of Saint-Petersburg is shown by the fact that "Petrolesport" JSC and "Baltic transport systems" JSC operate 6-7 ferries per week.
The terminal for ro-ro cargo handling was opened on the territory of "Petrolesport" JSC at the end of 2002 to service Saint-Petersburg - Kiel ferry line. The terminal is equipped with modern technical devices and warehouse areas. At present the company is getting ready to service ferries of 11.0 m draft - the biggest vessels are to be handled in Saint-Petersburg. At the same time, many companies involved into ro-ro business claim that, due to the lack of terminal areas and their poor technical equipment, they have to refuse certain cargo.
According to Andrey Samoilov, General Director "MET" JSC, "К" Line Russian representative office, not only their company's ferries, but also those of their competitors are completely loaded. Different companies take different steps to increase their competitiveness. Some of them are expanding the geography of their ferry business, others stake on service quality.
Today there are four ferry lines in the port of Saint-Petersburg: TransRussiaExpress (Saint-Petersburg - Helsinki - Luebeck - Sassnitz - Baltiisk), Kiel - Saint-Petersburg - Kiel, Saint-Petersburg - Muuga, Zeebrugge - Bremenhafen - Cookshafen - Malmoe - Hanko - Hamina - Saint-Petersburg- Zeebrugge.
The TransRussiaExpress (Finnlines) line joins the German ports of Luebeck, Sassnitz, on the one hand, with Baltiisk (Kaliningrad region), and on the other, with Saint-Petersburg all year round. Since May 2004, the cargo line TransRussiaExpress has expanded its service by a new ship calling at the port of Helsinki on the way to Saint-Petersburg, which gives clients new opportunities for trade-logistic operations development. A new service line to Estonia (the port of Muuga (Tallin) was opened in 2006.
Sovkomflot (Kiel - Saint-Petersburg - Kiel) and TransRussiaExpress offer lower rates from the ports of Germany (Kiel and Luebeck respectively). These ports can be used for cargo transportation going from Germany. Bremenhafen rate ("К" Linе service) is higher, as this port is located behind the Kiel canal and performs as a handling port for ocean services.
"Since January 2006 "К" Line has been operating two new vessels with the capacity of 1700 motor vehicles, - Andrey Samoilov says. - Ships call at Saint-Petersburg on Fridays. The route joins Saint-Petersburg with the ports of England, Belgium, Germany, Sweden and Finland. In the ports of Bremenhafen and Zeebrugge the cargo is handled to the ocean services of K-Line to the USA, South and Central America, the Mediterranean region, South-Eastern Asia, South Africa and Australia".
Moreover, a ferry line to Kronshtadt will be opened soon. The works on the launch of a ferry line in Ust-Luga port are actively unfolding now. Ro-ro operators believe it is only a matter of a few years for the "sea gates" to Europe to open. Construction of 11 different terminals in both parts (North and South) of the port of Ust-Luga started. Also, in the South part of the port, a ferry bridge and multi-type handling complex for ro-ro cargo will be constructed. According to Igor Rusu, Director General of "Ust-Luga Company" JSC, the first stage of the motor-railway ferry complex will be completed at the end of this year. In a few years, with the help of this complex, the company plans to handle motor vehicles exported from Europe, which are transported to Russia via Finland now.
South Gatesof the Country
Two ferry lines are operated in the Azov-Black Sea basin now. Since 1993 Novorossyisk - Samsun line has been functioning, where Turkish ferries operate at present. The second line makes a triangular joining of Novorossyisk with Burgas and Poti. Bulgarian ferries service the line here. There is no chance to construct and launch Russian ferries in the region due to lack of budget funds. According to experts, Russia suffers annual currency losses worth USD 25-30 mln.
These very ports of the Azov-Black Sea region are exports ports for domestic motor industry production. Motor cars produced by "GAZ" JSC make up ro-ro cargo for transportation via Novorossyisk port. At the same time, export is transported by containers or dry cargo ships very seldom and only when it concerns small consignments. It is quite typical that, when choosing routes, almost 100% of exporters stake Saint-Petersburg, if they plan container transportation, and Novorossyisk, if it has to do with ro-ro vessels. Besides motor cars, ro-ro cargo transported via the port of Novorossyisk is general cargo, while perishable cargo makes only 30-35%.
At the beginning of last year, "AVTOVAZ" JSC signed a contract to deliver 10 thousand units of its production via the "Novorossyisk UTEP" JSC; before this the company had cooperated with the ports of Ilyichevsk (Ukraine) and Caucasus (Russia). "NUTEP" JSC, where 65% of shares belongs to "Company Stocks+" JSC, was established by National Container Company and "Delo" Group of companies and specializes in forwarding cargo transported by international ferry services and handling heavy tonnage trucks via the port of Novorossyisk. Since 1993 it has been servicing two directions: Russia- Bulgaria, Russia - Turkey. When creating a united technological system of motor truck and container transportation within "North-South" transport corridor in 1996, a state contract with the RF Ministry of Transport was concluded. The contractual obligations envisaged construction and launch of motor-ferry complex in the South-East cargo area of the port. From 1997 tо 2006 South region was facing a drop in ferry transportation volume. At present, the transported units number decreased by 50%, while harbor duties do not exceed USD 1.5 mln. "Such a drop in ferry transportation development was caused by certain reasons, - Irina Sklyarova, Director of "А-Consulting" JSC, says, - but, firstly, by the fact that controlling bodies misinterpreted the RF Government Decree №60 from 19.01.1998 to their own benefits, thus, influencing the major advantage of ferry transportation, i.e. transportation speed. Another serious reason for decrease was the inability of antimonopoly bodies to make big companies understand the specific nature of ferry transportation and create competition in order to lower the costs of services for ro-ro transportation in the ports (duties rates, terminal taxes, tug services)".
It should be noted that after the collapse of the USSR, starting from 1994 tо 1997, a positive dynamics of multimodal transportation was observed in the port of Novorossyisk: the number of vessels and lines increased; by 1996 the number of transported motor cars had reached 55-60 thousand units per year. Only 14 ferries operating in the port made USD 4 mln. as harbor duties per year. At the same time, this dynamics underwent some negative influence in the form of imperfect legislation, the destructive policy of the controlling bodies, and competition for property redistribution. In Irina Sklyarova's words, the only engine of positive dynamics was "NUTEP" JSC, which put forward a proposal to amend the legislation in order to develop ro-ro transportation, as well as initiated a specialized multimodal complex construction etc.
Towards East
In the last five years Russia has joined the Asian-Pacific cargo flow. The ferry transportation market of the Asian-Pacific countries has been developing for already 40 years, especially when it comes to the Japanese sea, the area between China and Japan. A classical ferry line operates for coastal navigation and joins the port of Vanino and Holmsk. This line has been operating since 1973 and is a specialized multimodal service. This line is greatly important, as it is, in fact, the only bridge between the island and the mainland. Despite the fact that for the last 10 years cargo volumes have been dropping here, today we can claim a certain revival. "According to the residual principle, motor cars are placed on board and transported, - Zakir Vagapov, head of marketing department of "Port Vanino" JSC, says. With the increase of motor cars transit to the island and back, motor vehicles have certain ambitions to become an independent cargo flow. However, nobody knows when it can be formed into full ro-ro transportation". The fact to note is that ferry transportation takes 1.8-1.9 mln.tons from the aggregate cargo turnover in the port of Vanino, which amounts to 6 mln.tons.
SASCO (Sakhalin shipping company) implements transportation in this direction. At present SASCO operates 3 ferry lines: Vanino-Holmsk railway-ferry line, and Vanino-Sakhalin and Otaru-Sakhalin-Vanino motor ferry lines.
"The use of ferries allows to decrease the cost and period of cargo delivery significantly, since cargo load/unload is implemented with no stevedoring services: wagons and motor cars get on board by themselves," the company says. "Initially ferries were destined for transportation between Vanino and Holmsk (ports equipped with specialized ferry berths), but later SASCO developed and launched technologies that allowed to carry cargo onto ferries practically in any port". This gave the company a chance to expand their ferry transportation geography and ferry lines geography in particular.
The Otaru-Sakhalin-Vanino line became a logical development of the Otaru-Holmsk line that has operated since 1998. After specialized ro-ro vessels substituted railway ferries, the range of transported cargo expanded significantly. The vessel is comfortably equipped for container and general cargo transportation. Moreover, in contrast to railway ferries, "Lyutoga" specialized vessel is capable of calling not only in the port of Holmsk on Sakhalin, but in the port Korsakov as well.
In addition, in the Far East region the Sea Commercial port of Vladivostok also works with ro-ro vessels on international services. "At present we have four shipping lines that join Vladivostok and Japan. These lines are serviced by ro-ro vessels, which are motor cars carriers and ro-ro vessels of the port of Vladivostok", - Oleg Bondarenko, Production Director Deputy of "Vladivostok Commercial Sea Port" JSC, says.
In general, in 2005 the port of Vladivostok handled about 190 thousand units of motor cars, and in the next year it is planned to boost this volume by 30%, provided the customs legislation does not change. Recently the ports of Japan - Vladivostok line received 7 ferries.
In Oleg Bondarenko's words, ferry transportation allows to shorten and simplify load/unload procedures. "The number of motor cars transported by ro-ro vessels reached 40% in the general volume of ro-ro cargo," he says. "The motor vehicles share amounts to 5% in the total cargo turnover of the port of Vladivostok".
Considering all this, the transport business of the Far East region needs customs procedures simplification and development of new technologies for customs cargo and documents registration.
Ekaterina Glazunova
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Dynamic developmentas a must
The fact that the state has a great number of islands and archipelagoes is an important geographical advantage to promote ferry transportation. Russia is not an exception in this respect. That is one reason why ferry transportation is actively developing in the Baltic region, in the Azov-Black Sea basin and in the Far East region.
The dynamic enhancement of the ferry transportation market, as well as the growth of interest to this sort of business, can be explained by a number of reasons. Thus, according to "MST Shipping Service" JSC, which is an agent of ro-ro shipping service of SCF St.Petersburg Line (Sovkomflot), ro-ro transportation development is closely connected with the overall development of the Russian economy, in particular in building sector and some others. The underlying message is that new technical equipment is required in larger volumes, as volumes of loading/unloading services are increasing. Moreover, commodity turnover growth forces motor truck parks to renew, which makes cargo volumes for ro-ro transportation grow as well.
Among the advantages the consignor of goods can obtain while working with ro-ro services are precise terms of goods delivery, as well as these services regularity. In particular, this idea is expressed by "Finnlines", one of the largest European shipping companies. Moreover, there is no need to set limits on the volume of cargo consignment that speeds up the sale of delivered cargo, and transit time from Western Europe to the Russian customer has also shortened. At the same time, according to "MET" JSC who performs as a "K" Line agent in Russia, ro-ro transportation has to do not only with cars and wheel machinery in general, but also with large-tonnage and heavy equipment which can't be transported by containers: motor-launches, yachts, and saw-timber are transported by special platforms. The port of Vladivostok points out one more advantage of ro-ro transportation, which is the decrease of expenditures suffered by the ports while loading/unloading, as the stevedoring rate is only half as high as the one for traditional vertical mode of shipping.
"This sort of transportation simplifies loading/unloading processes, which is important during outsize and self-propelled cargo transportation; it involves less documentation and less risk of cargo loss", - representatives of "MST Shipping Service" JSC say.
It is important to mention that, with ro-ro transportation growth, the share of railway ferry transportation decreases. This tendency is observed globally: some of these services have now disappeared and are substituted by bridges/tunnels, and trailers have replaced cars at the functioning railway ferry lines. The reasons for this drop are hidden in incidental peculiarities of ferry-railway transportation: weight of a wagon is practically the same as the weight of the cargo in it. Cars loading/unloading at specialized terminals takes long. Most ferries are now either initially constructed or undergoing modernization to transport wagons and motor vehicles, and a part was re-equipped to transport motor cars. Russian ferry transportation development is influenced by many factors, the most important of which is its location within the transport corridors of the state.
Gates to Baltic Sea
The Baltic region is the world's leader in ferry transportation. Predominance of short and medium-length routes results in a high level of vessels turnover. The Baltic Sea keeps its winner position, compared even to the North Sea and the Mediterranean, not only due to the number of service lines (there are over 80 of them now and this number is always increasing), but mostly due to a great annual volume of ferry operations.
In this respect Russian ferry transportation is also developing actively. Thus, "Finnlines" company noted the high percentage of not only European, but Russian ferries as well. The dynamics of ferry transportation development in the Big port of Saint-Petersburg is shown by the fact that "Petrolesport" JSC and "Baltic transport systems" JSC operate 6-7 ferries per week.
The terminal for ro-ro cargo handling was opened on the territory of "Petrolesport" JSC at the end of 2002 to service Saint-Petersburg - Kiel ferry line. The terminal is equipped with modern technical devices and warehouse areas. At present the company is getting ready to service ferries of 11.0 m draft - the biggest vessels are to be handled in Saint-Petersburg. At the same time, many companies involved into ro-ro business claim that, due to the lack of terminal areas and their poor technical equipment, they have to refuse certain cargo.
According to Andrey Samoilov, General Director "MET" JSC, "К" Line Russian representative office, not only their company's ferries, but also those of their competitors are completely loaded. Different companies take different steps to increase their competitiveness. Some of them are expanding the geography of their ferry business, others stake on service quality.
Today there are four ferry lines in the port of Saint-Petersburg: TransRussiaExpress (Saint-Petersburg - Helsinki - Luebeck - Sassnitz - Baltiisk), Kiel - Saint-Petersburg - Kiel, Saint-Petersburg - Muuga, Zeebrugge - Bremenhafen - Cookshafen - Malmoe - Hanko - Hamina - Saint-Petersburg- Zeebrugge.
The TransRussiaExpress (Finnlines) line joins the German ports of Luebeck, Sassnitz, on the one hand, with Baltiisk (Kaliningrad region), and on the other, with Saint-Petersburg all year round. Since May 2004, the cargo line TransRussiaExpress has expanded its service by a new ship calling at the port of Helsinki on the way to Saint-Petersburg, which gives clients new opportunities for trade-logistic operations development. A new service line to Estonia (the port of Muuga (Tallin) was opened in 2006.
Sovkomflot (Kiel - Saint-Petersburg - Kiel) and TransRussiaExpress offer lower rates from the ports of Germany (Kiel and Luebeck respectively). These ports can be used for cargo transportation going from Germany. Bremenhafen rate ("К" Linе service) is higher, as this port is located behind the Kiel canal and performs as a handling port for ocean services.
"Since January 2006 "К" Line has been operating two new vessels with the capacity of 1700 motor vehicles, - Andrey Samoilov says. - Ships call at Saint-Petersburg on Fridays. The route joins Saint-Petersburg with the ports of England, Belgium, Germany, Sweden and Finland. In the ports of Bremenhafen and Zeebrugge the cargo is handled to the ocean services of K-Line to the USA, South and Central America, the Mediterranean region, South-Eastern Asia, South Africa and Australia".
Moreover, a ferry line to Kronshtadt will be opened soon. The works on the launch of a ferry line in Ust-Luga port are actively unfolding now. Ro-ro operators believe it is only a matter of a few years for the "sea gates" to Europe to open. Construction of 11 different terminals in both parts (North and South) of the port of Ust-Luga started. Also, in the South part of the port, a ferry bridge and multi-type handling complex for ro-ro cargo will be constructed. According to Igor Rusu, Director General of "Ust-Luga Company" JSC, the first stage of the motor-railway ferry complex will be completed at the end of this year. In a few years, with the help of this complex, the company plans to handle motor vehicles exported from Europe, which are transported to Russia via Finland now.
South Gatesof the Country
Two ferry lines are operated in the Azov-Black Sea basin now. Since 1993 Novorossyisk - Samsun line has been functioning, where Turkish ferries operate at present. The second line makes a triangular joining of Novorossyisk with Burgas and Poti. Bulgarian ferries service the line here. There is no chance to construct and launch Russian ferries in the region due to lack of budget funds. According to experts, Russia suffers annual currency losses worth USD 25-30 mln.
These very ports of the Azov-Black Sea region are exports ports for domestic motor industry production. Motor cars produced by "GAZ" JSC make up ro-ro cargo for transportation via Novorossyisk port. At the same time, export is transported by containers or dry cargo ships very seldom and only when it concerns small consignments. It is quite typical that, when choosing routes, almost 100% of exporters stake Saint-Petersburg, if they plan container transportation, and Novorossyisk, if it has to do with ro-ro vessels. Besides motor cars, ro-ro cargo transported via the port of Novorossyisk is general cargo, while perishable cargo makes only 30-35%.
At the beginning of last year, "AVTOVAZ" JSC signed a contract to deliver 10 thousand units of its production via the "Novorossyisk UTEP" JSC; before this the company had cooperated with the ports of Ilyichevsk (Ukraine) and Caucasus (Russia). "NUTEP" JSC, where 65% of shares belongs to "Company Stocks+" JSC, was established by National Container Company and "Delo" Group of companies and specializes in forwarding cargo transported by international ferry services and handling heavy tonnage trucks via the port of Novorossyisk. Since 1993 it has been servicing two directions: Russia- Bulgaria, Russia - Turkey. When creating a united technological system of motor truck and container transportation within "North-South" transport corridor in 1996, a state contract with the RF Ministry of Transport was concluded. The contractual obligations envisaged construction and launch of motor-ferry complex in the South-East cargo area of the port. From 1997 tо 2006 South region was facing a drop in ferry transportation volume. At present, the transported units number decreased by 50%, while harbor duties do not exceed USD 1.5 mln. "Such a drop in ferry transportation development was caused by certain reasons, - Irina Sklyarova, Director of "А-Consulting" JSC, says, - but, firstly, by the fact that controlling bodies misinterpreted the RF Government Decree №60 from 19.01.1998 to their own benefits, thus, influencing the major advantage of ferry transportation, i.e. transportation speed. Another serious reason for decrease was the inability of antimonopoly bodies to make big companies understand the specific nature of ferry transportation and create competition in order to lower the costs of services for ro-ro transportation in the ports (duties rates, terminal taxes, tug services)".
It should be noted that after the collapse of the USSR, starting from 1994 tо 1997, a positive dynamics of multimodal transportation was observed in the port of Novorossyisk: the number of vessels and lines increased; by 1996 the number of transported motor cars had reached 55-60 thousand units per year. Only 14 ferries operating in the port made USD 4 mln. as harbor duties per year. At the same time, this dynamics underwent some negative influence in the form of imperfect legislation, the destructive policy of the controlling bodies, and competition for property redistribution. In Irina Sklyarova's words, the only engine of positive dynamics was "NUTEP" JSC, which put forward a proposal to amend the legislation in order to develop ro-ro transportation, as well as initiated a specialized multimodal complex construction etc.
Towards East
In the last five years Russia has joined the Asian-Pacific cargo flow. The ferry transportation market of the Asian-Pacific countries has been developing for already 40 years, especially when it comes to the Japanese sea, the area between China and Japan. A classical ferry line operates for coastal navigation and joins the port of Vanino and Holmsk. This line has been operating since 1973 and is a specialized multimodal service. This line is greatly important, as it is, in fact, the only bridge between the island and the mainland. Despite the fact that for the last 10 years cargo volumes have been dropping here, today we can claim a certain revival. "According to the residual principle, motor cars are placed on board and transported, - Zakir Vagapov, head of marketing department of "Port Vanino" JSC, says. With the increase of motor cars transit to the island and back, motor vehicles have certain ambitions to become an independent cargo flow. However, nobody knows when it can be formed into full ro-ro transportation". The fact to note is that ferry transportation takes 1.8-1.9 mln.tons from the aggregate cargo turnover in the port of Vanino, which amounts to 6 mln.tons.
SASCO (Sakhalin shipping company) implements transportation in this direction. At present SASCO operates 3 ferry lines: Vanino-Holmsk railway-ferry line, and Vanino-Sakhalin and Otaru-Sakhalin-Vanino motor ferry lines.
"The use of ferries allows to decrease the cost and period of cargo delivery significantly, since cargo load/unload is implemented with no stevedoring services: wagons and motor cars get on board by themselves," the company says. "Initially ferries were destined for transportation between Vanino and Holmsk (ports equipped with specialized ferry berths), but later SASCO developed and launched technologies that allowed to carry cargo onto ferries practically in any port". This gave the company a chance to expand their ferry transportation geography and ferry lines geography in particular.
The Otaru-Sakhalin-Vanino line became a logical development of the Otaru-Holmsk line that has operated since 1998. After specialized ro-ro vessels substituted railway ferries, the range of transported cargo expanded significantly. The vessel is comfortably equipped for container and general cargo transportation. Moreover, in contrast to railway ferries, "Lyutoga" specialized vessel is capable of calling not only in the port of Holmsk on Sakhalin, but in the port Korsakov as well.
In addition, in the Far East region the Sea Commercial port of Vladivostok also works with ro-ro vessels on international services. "At present we have four shipping lines that join Vladivostok and Japan. These lines are serviced by ro-ro vessels, which are motor cars carriers and ro-ro vessels of the port of Vladivostok", - Oleg Bondarenko, Production Director Deputy of "Vladivostok Commercial Sea Port" JSC, says.
In general, in 2005 the port of Vladivostok handled about 190 thousand units of motor cars, and in the next year it is planned to boost this volume by 30%, provided the customs legislation does not change. Recently the ports of Japan - Vladivostok line received 7 ferries.
In Oleg Bondarenko's words, ferry transportation allows to shorten and simplify load/unload procedures. "The number of motor cars transported by ro-ro vessels reached 40% in the general volume of ro-ro cargo," he says. "The motor vehicles share amounts to 5% in the total cargo turnover of the port of Vladivostok".
Considering all this, the transport business of the Far East region needs customs procedures simplification and development of new technologies for customs cargo and documents registration.
Ekaterina Glazunova
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Dynamic developmentas a must
The fact that the state has a great number of islands and archipelagoes is an important geographical advantage to promote ferry transportation. Russia is not an exception in this respect. That is one reason why ferry transportation is actively developing in the Baltic region, in the Azov-Black Sea basin and in the Far East region.
The dynamic enhancement of the ferry transportation market, as well as the growth of interest to this sort of business, can be explained by a number of reasons. Thus, according to "MST Shipping Service" JSC, which is an agent of ro-ro shipping service of SCF St.Petersburg Line (Sovkomflot), ro-ro transportation development is closely connected with the overall development of the Russian economy, in particular in building sector and some others. The underlying message is that new technical equipment is required in larger volumes, as volumes of loading/unloading services are increasing. Moreover, commodity turnover growth forces motor truck parks to renew, which makes cargo volumes for ro-ro transportation grow as well.
Among the advantages the consignor of goods can obtain while working with ro-ro services are precise terms of goods delivery, as well as these services regularity. In particular, this idea is expressed by "Finnlines", one of the largest European shipping companies. Moreover, there is no need to set limits on the volume of cargo consignment that speeds up the sale of delivered cargo, and transit time from Western Europe to the Russian customer has also shortened. At the same time, according to "MET" JSC who performs as a "K" Line agent in Russia, ro-ro transportation has to do not only with cars and wheel machinery in general, but also with large-tonnage and heavy equipment which can't be transported by containers: motor-launches, yachts, and saw-timber are transported by special platforms. The port of Vladivostok points out one more advantage of ro-ro transportation, which is the decrease of expenditures suffered by the ports while loading/unloading, as the stevedoring rate is only half as high as the one for traditional vertical mode of shipping.
"This sort of transportation simplifies loading/unloading processes, which is important during outsize and self-propelled cargo transportation; it involves less documentation and less risk of cargo loss", - representatives of "MST Shipping Service" JSC say.
It is important to mention that, with ro-ro transportation growth, the share of railway ferry transportation decreases. This tendency is observed globally: some of these services have now disappeared and are substituted by bridges/tunnels, and trailers have replaced cars at the functioning railway ferry lines. The reasons for this drop are hidden in incidental peculiarities of ferry-railway transportation: weight of a wagon is practically the same as the weight of the cargo in it. Cars loading/unloading at specialized terminals takes long. Most ferries are now either initially constructed or undergoing modernization to transport wagons and motor vehicles, and a part was re-equipped to transport motor cars. Russian ferry transportation development is influenced by many factors, the most important of which is its location within the transport corridors of the state.
Gates to Baltic Sea
The Baltic region is the world's leader in ferry transportation. Predominance of short and medium-length routes results in a high level of vessels turnover. The Baltic Sea keeps its winner position, compared even to the North Sea and the Mediterranean, not only due to the number of service lines (there are over 80 of them now and this number is always increasing), but mostly due to a great annual volume of ferry operations.
In this respect Russian ferry transportation is also developing actively. Thus, "Finnlines" company noted the high percentage of not only European, but Russian ferries as well. The dynamics of ferry transportation development in the Big port of Saint-Petersburg is shown by the fact that "Petrolesport" JSC and "Baltic transport systems" JSC operate 6-7 ferries per week.
The terminal for ro-ro cargo handling was opened on the territory of "Petrolesport" JSC at the end of 2002 to service Saint-Petersburg - Kiel ferry line. The terminal is equipped with modern technical devices and warehouse areas. At present the company is getting ready to service ferries of 11.0 m draft - the biggest vessels are to be handled in Saint-Petersburg. At the same time, many companies involved into ro-ro business claim that, due to the lack of terminal areas and their poor technical equipment, they have to refuse certain cargo.
According to Andrey Samoilov, General Director "MET" JSC, "К" Line Russian representative office, not only their company's ferries, but also those of their competitors are completely loaded. Different companies take different steps to increase their competitiveness. Some of them are expanding the geography of their ferry business, others stake on service quality.
Today there are four ferry lines in the port of Saint-Petersburg: TransRussiaExpress (Saint-Petersburg - Helsinki - Luebeck - Sassnitz - Baltiisk), Kiel - Saint-Petersburg - Kiel, Saint-Petersburg - Muuga, Zeebrugge - Bremenhafen - Cookshafen - Malmoe - Hanko - Hamina - Saint-Petersburg- Zeebrugge.
The TransRussiaExpress (Finnlines) line joins the German ports of Luebeck, Sassnitz, on the one hand, with Baltiisk (Kaliningrad region), and on the other, with Saint-Petersburg all year round. Since May 2004, the cargo line TransRussiaExpress has expanded its service by a new ship calling at the port of Helsinki on the way to Saint-Petersburg, which gives clients new opportunities for trade-logistic operations development. A new service line to Estonia (the port of Muuga (Tallin) was opened in 2006.
Sovkomflot (Kiel - Saint-Petersburg - Kiel) and TransRussiaExpress offer lower rates from the ports of Germany (Kiel and Luebeck respectively). These ports can be used for cargo transportation going from Germany. Bremenhafen rate ("К" Linе service) is higher, as this port is located behind the Kiel canal and performs as a handling port for ocean services.
"Since January 2006 "К" Line has been operating two new vessels with the capacity of 1700 motor vehicles, - Andrey Samoilov says. - Ships call at Saint-Petersburg on Fridays. The route joins Saint-Petersburg with the ports of England, Belgium, Germany, Sweden and Finland. In the ports of Bremenhafen and Zeebrugge the cargo is handled to the ocean services of K-Line to the USA, South and Central America, the Mediterranean region, South-Eastern Asia, South Africa and Australia".
Moreover, a ferry line to Kronshtadt will be opened soon. The works on the launch of a ferry line in Ust-Luga port are actively unfolding now. Ro-ro operators believe it is only a matter of a few years for the "sea gates" to Europe to open. Construction of 11 different terminals in both parts (North and South) of the port of Ust-Luga started. Also, in the South part of the port, a ferry bridge and multi-type handling complex for ro-ro cargo will be constructed. According to Igor Rusu, Director General of "Ust-Luga Company" JSC, the first stage of the motor-railway ferry complex will be completed at the end of this year. In a few years, with the help of this complex, the company plans to handle motor vehicles exported from Europe, which are transported to Russia via Finland now.
South Gatesof the Country
Two ferry lines are operated in the Azov-Black Sea basin now. Since 1993 Novorossyisk - Samsun line has been functioning, where Turkish ferries operate at present. The second line makes a triangular joining of Novorossyisk with Burgas and Poti. Bulgarian ferries service the line here. There is no chance to construct and launch Russian ferries in the region due to lack of budget funds. According to experts, Russia suffers annual currency losses worth USD 25-30 mln.
These very ports of the Azov-Black Sea region are exports ports for domestic motor industry production. Motor cars produced by "GAZ" JSC make up ro-ro cargo for transportation via Novorossyisk port. At the same time, export is transported by containers or dry cargo ships very seldom and only when it concerns small consignments. It is quite typical that, when choosing routes, almost 100% of exporters stake Saint-Petersburg, if they plan container transportation, and Novorossyisk, if it has to do with ro-ro vessels. Besides motor cars, ro-ro cargo transported via the port of Novorossyisk is general cargo, while perishable cargo makes only 30-35%.
At the beginning of last year, "AVTOVAZ" JSC signed a contract to deliver 10 thousand units of its production via the "Novorossyisk UTEP" JSC; before this the company had cooperated with the ports of Ilyichevsk (Ukraine) and Caucasus (Russia). "NUTEP" JSC, where 65% of shares belongs to "Company Stocks+" JSC, was established by National Container Company and "Delo" Group of companies and specializes in forwarding cargo transported by international ferry services and handling heavy tonnage trucks via the port of Novorossyisk. Since 1993 it has been servicing two directions: Russia- Bulgaria, Russia - Turkey. When creating a united technological system of motor truck and container transportation within "North-South" transport corridor in 1996, a state contract with the RF Ministry of Transport was concluded. The contractual obligations envisaged construction and launch of motor-ferry complex in the South-East cargo area of the port. From 1997 tо 2006 South region was facing a drop in ferry transportation volume. At present, the transported units number decreased by 50%, while harbor duties do not exceed USD 1.5 mln. "Such a drop in ferry transportation development was caused by certain reasons, - Irina Sklyarova, Director of "А-Consulting" JSC, says, - but, firstly, by the fact that controlling bodies misinterpreted the RF Government Decree №60 from 19.01.1998 to their own benefits, thus, influencing the major advantage of ferry transportation, i.e. transportation speed. Another serious reason for decrease was the inability of antimonopoly bodies to make big companies understand the specific nature of ferry transportation and create competition in order to lower the costs of services for ro-ro transportation in the ports (duties rates, terminal taxes, tug services)".
It should be noted that after the collapse of the USSR, starting from 1994 tо 1997, a positive dynamics of multimodal transportation was observed in the port of Novorossyisk: the number of vessels and lines increased; by 1996 the number of transported motor cars had reached 55-60 thousand units per year. Only 14 ferries operating in the port made USD 4 mln. as harbor duties per year. At the same time, this dynamics underwent some negative influence in the form of imperfect legislation, the destructive policy of the controlling bodies, and competition for property redistribution. In Irina Sklyarova's words, the only engine of positive dynamics was "NUTEP" JSC, which put forward a proposal to amend the legislation in order to develop ro-ro transportation, as well as initiated a specialized multimodal complex construction etc.
Towards East
In the last five years Russia has joined the Asian-Pacific cargo flow. The ferry transportation market of the Asian-Pacific countries has been developing for already 40 years, especially when it comes to the Japanese sea, the area between China and Japan. A classical ferry line operates for coastal navigation and joins the port of Vanino and Holmsk. This line has been operating since 1973 and is a specialized multimodal service. This line is greatly important, as it is, in fact, the only bridge between the island and the mainland. Despite the fact that for the last 10 years cargo volumes have been dropping here, today we can claim a certain revival. "According to the residual principle, motor cars are placed on board and transported, - Zakir Vagapov, head of marketing department of "Port Vanino" JSC, says. With the increase of motor cars transit to the island and back, motor vehicles have certain ambitions to become an independent cargo flow. However, nobody knows when it can be formed into full ro-ro transportation". The fact to note is that ferry transportation takes 1.8-1.9 mln.tons from the aggregate cargo turnover in the port of Vanino, which amounts to 6 mln.tons.
SASCO (Sakhalin shipping company) implements transportation in this direction. At present SASCO operates 3 ferry lines: Vanino-Holmsk railway-ferry line, and Vanino-Sakhalin and Otaru-Sakhalin-Vanino motor ferry lines.
"The use of ferries allows to decrease the cost and period of cargo delivery significantly, since cargo load/unload is implemented with no stevedoring services: wagons and motor cars get on board by themselves," the company says. "Initially ferries were destined for transportation between Vanino and Holmsk (ports equipped with specialized ferry berths), but later SASCO developed and launched technologies that allowed to carry cargo onto ferries practically in any port". This gave the company a chance to expand their ferry transportation geography and ferry lines geography in particular.
The Otaru-Sakhalin-Vanino line became a logical development of the Otaru-Holmsk line that has operated since 1998. After specialized ro-ro vessels substituted railway ferries, the range of transported cargo expanded significantly. The vessel is comfortably equipped for container and general cargo transportation. Moreover, in contrast to railway ferries, "Lyutoga" specialized vessel is capable of calling not only in the port of Holmsk on Sakhalin, but in the port Korsakov as well.
In addition, in the Far East region the Sea Commercial port of Vladivostok also works with ro-ro vessels on international services. "At present we have four shipping lines that join Vladivostok and Japan. These lines are serviced by ro-ro vessels, which are motor cars carriers and ro-ro vessels of the port of Vladivostok", - Oleg Bondarenko, Production Director Deputy of "Vladivostok Commercial Sea Port" JSC, says.
In general, in 2005 the port of Vladivostok handled about 190 thousand units of motor cars, and in the next year it is planned to boost this volume by 30%, provided the customs legislation does not change. Recently the ports of Japan - Vladivostok line received 7 ferries.
In Oleg Bondarenko's words, ferry transportation allows to shorten and simplify load/unload procedures. "The number of motor cars transported by ro-ro vessels reached 40% in the general volume of ro-ro cargo," he says. "The motor vehicles share amounts to 5% in the total cargo turnover of the port of Vladivostok".
Considering all this, the transport business of the Far East region needs customs procedures simplification and development of new technologies for customs cargo and documents registration.
Ekaterina Glazunova
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[DETAIL_TEXT] => RUSAL is one of the world's fastest-growing and most dynamic companies producing primary aluminium and alloys for an expanding and demanding customer base world-wide. Its share amounts to 75% of the total aluminium market in Russia and to 10% of the total aluminum volume produced in the world. The company's produce is exported to 50 countries. Deputy CEO, Relations with Natural Monopolies, of the RUSAL company Vadim Geraskin tells of the prospects for the holding company development and solution of the transport problems it faces.
- Mr. Geraskin, could you comment on the current position of the RUSAL company on the market and its marketing prospects for the near future?
- In 2005, the enterprises of the holding company increased the volume of aluminium production by 1.6% year-on-year to over 2.7 million tons. At the same time, over 75% of the company's production is sold on the foreign market. That said, I can't but admit that the Russian domestic market develops faster nowadays. Analyzing the situation in terms of transportation of the produce, on the whole, shipment increased proportionally to production; however, domestic transportation volume made only 4%.
Evaluating the current situation on the world aluminium markets, I must say that last year turned out to be a serious test for many enterprises. The constant growth of prices for energy carriers and the end of long-term contracts for supply of electricity were the reason for closure of a number of aluminium plants in Europe and the USA. Production expenses of the aluminium producers increased due to the same reasons and the growth of prices for raw materials. However, the previous year was successful for our company. The production volume grew; besides, we managed to increase our client base from 285 to 326 enterprises of transport, construction and packing industries. One of the reasons for our last year success was the conclusion of a long-term contract for alumina purchase. In our forecast for balances of production and consumption, we expected such a development.
- However, it would be logical to assume that if the same practice is used in future, an unfavourable for RUSAL situation may occur.
- The thing is that this position, i.e. the conclusion of long-term contracts, derives from the strategy of our company. We do not gamble on the Stock Exchange. We took a fundamental stand defending long-term relations in terms of raw materials portfolio, as well as the distribution of end product. As for prices, RUSAL uses the strategy of risks hedging. Perhaps, we do not get the maximum profit; however, we are protected from any sudden changes.
- Could you give your evaluation of the prospects for the year 2006?
- The analysts of our company believe that in 2006 the determinant factors for development of the world aluminium industry will be the increase of prices for energy carriers, the high cost of putting new production capacities into operation and a further closure of non-profitable enterprises in Europe and the USA. Besides, the macroeconomic measures taken by the government of China to limit the rates of primary aluminium, as well as significant limitations on electricity and raw materials shortage, will prevent the development of China as an alluminium exporter. At the same time, Korea is very prospective as an importer. On the whole, we estimate the demand for our produce will increase by 7%, and its market cost - by 20% (in 2005, the prices growth amounted to 16%).
- How is transport process organized in the enterprises of the holding company?
- Over 90% of production is carried by railway transport. It is explained by the geographical location of our plants: Krasnoyarsk region, Irkutsk region, Khakassia, Kemerovo, i.e. the center of Russia, in fact, so there is no alternative to the railway. Taking into account the growth of production volumes in RUSAL in 2005, loading volume increased respectively, although there is no direct dependence, since part of our production is not loaded into a wagon, but sent to plants for furtner processing. On average, the loading volume of primary aluminium grew by 2%.
- What is the current level of transport constituent for transportation of the produce, as well as raw materials, for enterprises incorporated into RUSAL group?
- I can say that the transport constituent for RUSAL is higher than that for other companies, because our raw material fields (alumina and bauxites) are situated in equatorial countries. In Russia, we have smaller open-cast mines in the Urals, in the Republic of Komi and in the Arkhangelsk region, but the quality of raw materials extracted there is lower, and the conditions of extraction are much worse. That is why the company continues to purchase raw material assets abroad.
- Does RUSAL prefer Russian ports or ports of neighbouring states when organizing its export transportation?
- Traditionally, we have partner relations with ports in all the four Russian basins. It is, as I already said, connected with the geographical location of the plants as well as the distribution strategy. Our customers live in all parts of the world, so it is reasonable to distribute transport flows in all directions. Naturally, cooperation with Russian port terminals is profitable for us, which is explained by the difference in tariffs, of transportation to Russian and foreign ports. At the same time, in terms of quality and prices for port services, we would prefer to cooperate with the port of Tallinn, but we do not have any traffic in this direction. The difference between transportation to St.-Petersburg and to Ivan-Gorod makes about four dollars per ton. We transport up to million tons to the ports of the Baltic basin, thus the sum becomes astronomical.
- At the same time, there can arise such a problem (especially in winter) as "jams" on the rail approaches to a port:
- Well, we had significant difficulties in winter of 2004, when no vessel could come to a berth because of the ice conditions. On the whole, we normally have a contract with the port, and both sides fulfill its statements. Besides, the modern technology of railway transport functioning and the level of port infrastructure development enable them to service the cargo without stopping the whole cargo flow if there are any jams.
- Could you comment on the company's cooperation with OAO RZD? What problems could you point out? What are the ways to solve them?
- The current cooperation of OAO RZD and RUSAL can be evaluated as very constructive. Of course, occasionally there are some working problems, but we solve them successfully. The other thing is that there are questions considering future development of the largest railway carrier and our holding company. I know nothing on the OAO RZD's prospects for purchase of special rolling-stock. Nowadays it is thought that companies-operators will work in the sector. But what shall we do with the volumes that are now carried by the inventory park put into operation in the Soviet times? It becomes obsolete and is withdrawn. Will private companies be able to compensate for it?
Nowadays, RUSAL owns a wagon park of 2,000 units, most of which is hoppers and thermo-tank-wagons. It is specialized rolling stock that has been on the balance of our enterprise since Soviet times, and now we maintain it. Besides, in our rolling stock park there are three-sectioned combined wagons for aluminium and alumina transportation, specially ordered by our company and developed by Kryukovsky wagon-building plant. For us and our partners, companies-operators that help us to solve problems of production transportation, this is the best solution for reverse loading problem. For example, we take raw materials (alumina) in the port of St.-Petersburg, and then transport aluminium in the same wagon back to the port.
- Comparing the quality of services provided by companies-operators and OAO RZD, which do you prefer?
- So far RUSAL has no strategic partners among private carriers. There is an inner transport company that manages our rolling-stock park, and several contracts with companies-operators have been concluded. However, taking into account the fact that aluminium is transported in the universal rolling-stock, we prefer to work by direct contracts with OAO RZD. However, a specific characteristic of a company-operator is their flexible reaction to the client's needs, such offering tariff discounts or solving technological problems really fast.
Coming back to how OAO RZD compares to companies-operators, I can't but mention that nowadays OAO RZD is discriminated, since it does not react fast enough when it comes to the wagon constituent of the tariff and changes in the transportation market. Protecting their traffic, OAO RZD often uses all the means it has. An example is the telegrams published in February, limiting use of private (leased) rolling stock. The reason for OAO RZD's behaviour is clear however, a system approach to the solution of the problem is required. I believe that nowadays only such a large and professional company as OAO Russian Railways can guarantee the technological side of transportation - wagon turnover, reduction of empty wagon traffic etc. Smaller private companies are more efficient when fast logistic solutions are necessary, and if there is an opportunity of reverse loading.
- Does RUSAL plan to purchase additional rolling stock to reduce transportation cost price at the expense of the wagon constituent?
- Transport business is not our specialization. We think it is logical to purchase the service while we have such an opportunity. Any decisions to this extent will be made only if there is a lack of rolling stock.
- Can such a situation arise?
- Taking into account the dynamic development of RUSAL, it can. As I mentioned before, in 2005 our production volume grew by 1.6%. This year, the forecasted growth of the acting capacities production is about 2%. At the end of the year, RUSAL plans to put into operation a new plant for aluminium production in Khakassia. Its annual design capacity is about 300,000 tons. On the whole, in the long run, we plan to increase production volume to five million tons by 2013, which means a twofold increase in comparison with current figures.
Interviewed by TATYANA TOKAREVA
[~DETAIL_TEXT] => RUSAL is one of the world's fastest-growing and most dynamic companies producing primary aluminium and alloys for an expanding and demanding customer base world-wide. Its share amounts to 75% of the total aluminium market in Russia and to 10% of the total aluminum volume produced in the world. The company's produce is exported to 50 countries. Deputy CEO, Relations with Natural Monopolies, of the RUSAL company Vadim Geraskin tells of the prospects for the holding company development and solution of the transport problems it faces.
- Mr. Geraskin, could you comment on the current position of the RUSAL company on the market and its marketing prospects for the near future?
- In 2005, the enterprises of the holding company increased the volume of aluminium production by 1.6% year-on-year to over 2.7 million tons. At the same time, over 75% of the company's production is sold on the foreign market. That said, I can't but admit that the Russian domestic market develops faster nowadays. Analyzing the situation in terms of transportation of the produce, on the whole, shipment increased proportionally to production; however, domestic transportation volume made only 4%.
Evaluating the current situation on the world aluminium markets, I must say that last year turned out to be a serious test for many enterprises. The constant growth of prices for energy carriers and the end of long-term contracts for supply of electricity were the reason for closure of a number of aluminium plants in Europe and the USA. Production expenses of the aluminium producers increased due to the same reasons and the growth of prices for raw materials. However, the previous year was successful for our company. The production volume grew; besides, we managed to increase our client base from 285 to 326 enterprises of transport, construction and packing industries. One of the reasons for our last year success was the conclusion of a long-term contract for alumina purchase. In our forecast for balances of production and consumption, we expected such a development.
- However, it would be logical to assume that if the same practice is used in future, an unfavourable for RUSAL situation may occur.
- The thing is that this position, i.e. the conclusion of long-term contracts, derives from the strategy of our company. We do not gamble on the Stock Exchange. We took a fundamental stand defending long-term relations in terms of raw materials portfolio, as well as the distribution of end product. As for prices, RUSAL uses the strategy of risks hedging. Perhaps, we do not get the maximum profit; however, we are protected from any sudden changes.
- Could you give your evaluation of the prospects for the year 2006?
- The analysts of our company believe that in 2006 the determinant factors for development of the world aluminium industry will be the increase of prices for energy carriers, the high cost of putting new production capacities into operation and a further closure of non-profitable enterprises in Europe and the USA. Besides, the macroeconomic measures taken by the government of China to limit the rates of primary aluminium, as well as significant limitations on electricity and raw materials shortage, will prevent the development of China as an alluminium exporter. At the same time, Korea is very prospective as an importer. On the whole, we estimate the demand for our produce will increase by 7%, and its market cost - by 20% (in 2005, the prices growth amounted to 16%).
- How is transport process organized in the enterprises of the holding company?
- Over 90% of production is carried by railway transport. It is explained by the geographical location of our plants: Krasnoyarsk region, Irkutsk region, Khakassia, Kemerovo, i.e. the center of Russia, in fact, so there is no alternative to the railway. Taking into account the growth of production volumes in RUSAL in 2005, loading volume increased respectively, although there is no direct dependence, since part of our production is not loaded into a wagon, but sent to plants for furtner processing. On average, the loading volume of primary aluminium grew by 2%.
- What is the current level of transport constituent for transportation of the produce, as well as raw materials, for enterprises incorporated into RUSAL group?
- I can say that the transport constituent for RUSAL is higher than that for other companies, because our raw material fields (alumina and bauxites) are situated in equatorial countries. In Russia, we have smaller open-cast mines in the Urals, in the Republic of Komi and in the Arkhangelsk region, but the quality of raw materials extracted there is lower, and the conditions of extraction are much worse. That is why the company continues to purchase raw material assets abroad.
- Does RUSAL prefer Russian ports or ports of neighbouring states when organizing its export transportation?
- Traditionally, we have partner relations with ports in all the four Russian basins. It is, as I already said, connected with the geographical location of the plants as well as the distribution strategy. Our customers live in all parts of the world, so it is reasonable to distribute transport flows in all directions. Naturally, cooperation with Russian port terminals is profitable for us, which is explained by the difference in tariffs, of transportation to Russian and foreign ports. At the same time, in terms of quality and prices for port services, we would prefer to cooperate with the port of Tallinn, but we do not have any traffic in this direction. The difference between transportation to St.-Petersburg and to Ivan-Gorod makes about four dollars per ton. We transport up to million tons to the ports of the Baltic basin, thus the sum becomes astronomical.
- At the same time, there can arise such a problem (especially in winter) as "jams" on the rail approaches to a port:
- Well, we had significant difficulties in winter of 2004, when no vessel could come to a berth because of the ice conditions. On the whole, we normally have a contract with the port, and both sides fulfill its statements. Besides, the modern technology of railway transport functioning and the level of port infrastructure development enable them to service the cargo without stopping the whole cargo flow if there are any jams.
- Could you comment on the company's cooperation with OAO RZD? What problems could you point out? What are the ways to solve them?
- The current cooperation of OAO RZD and RUSAL can be evaluated as very constructive. Of course, occasionally there are some working problems, but we solve them successfully. The other thing is that there are questions considering future development of the largest railway carrier and our holding company. I know nothing on the OAO RZD's prospects for purchase of special rolling-stock. Nowadays it is thought that companies-operators will work in the sector. But what shall we do with the volumes that are now carried by the inventory park put into operation in the Soviet times? It becomes obsolete and is withdrawn. Will private companies be able to compensate for it?
Nowadays, RUSAL owns a wagon park of 2,000 units, most of which is hoppers and thermo-tank-wagons. It is specialized rolling stock that has been on the balance of our enterprise since Soviet times, and now we maintain it. Besides, in our rolling stock park there are three-sectioned combined wagons for aluminium and alumina transportation, specially ordered by our company and developed by Kryukovsky wagon-building plant. For us and our partners, companies-operators that help us to solve problems of production transportation, this is the best solution for reverse loading problem. For example, we take raw materials (alumina) in the port of St.-Petersburg, and then transport aluminium in the same wagon back to the port.
- Comparing the quality of services provided by companies-operators and OAO RZD, which do you prefer?
- So far RUSAL has no strategic partners among private carriers. There is an inner transport company that manages our rolling-stock park, and several contracts with companies-operators have been concluded. However, taking into account the fact that aluminium is transported in the universal rolling-stock, we prefer to work by direct contracts with OAO RZD. However, a specific characteristic of a company-operator is their flexible reaction to the client's needs, such offering tariff discounts or solving technological problems really fast.
Coming back to how OAO RZD compares to companies-operators, I can't but mention that nowadays OAO RZD is discriminated, since it does not react fast enough when it comes to the wagon constituent of the tariff and changes in the transportation market. Protecting their traffic, OAO RZD often uses all the means it has. An example is the telegrams published in February, limiting use of private (leased) rolling stock. The reason for OAO RZD's behaviour is clear however, a system approach to the solution of the problem is required. I believe that nowadays only such a large and professional company as OAO Russian Railways can guarantee the technological side of transportation - wagon turnover, reduction of empty wagon traffic etc. Smaller private companies are more efficient when fast logistic solutions are necessary, and if there is an opportunity of reverse loading.
- Does RUSAL plan to purchase additional rolling stock to reduce transportation cost price at the expense of the wagon constituent?
- Transport business is not our specialization. We think it is logical to purchase the service while we have such an opportunity. Any decisions to this extent will be made only if there is a lack of rolling stock.
- Can such a situation arise?
- Taking into account the dynamic development of RUSAL, it can. As I mentioned before, in 2005 our production volume grew by 1.6%. This year, the forecasted growth of the acting capacities production is about 2%. At the end of the year, RUSAL plans to put into operation a new plant for aluminium production in Khakassia. Its annual design capacity is about 300,000 tons. On the whole, in the long run, we plan to increase production volume to five million tons by 2013, which means a twofold increase in comparison with current figures.
Interviewed by TATYANA TOKAREVA
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[DETAIL_TEXT] => RUSAL is one of the world's fastest-growing and most dynamic companies producing primary aluminium and alloys for an expanding and demanding customer base world-wide. Its share amounts to 75% of the total aluminium market in Russia and to 10% of the total aluminum volume produced in the world. The company's produce is exported to 50 countries. Deputy CEO, Relations with Natural Monopolies, of the RUSAL company Vadim Geraskin tells of the prospects for the holding company development and solution of the transport problems it faces.
- Mr. Geraskin, could you comment on the current position of the RUSAL company on the market and its marketing prospects for the near future?
- In 2005, the enterprises of the holding company increased the volume of aluminium production by 1.6% year-on-year to over 2.7 million tons. At the same time, over 75% of the company's production is sold on the foreign market. That said, I can't but admit that the Russian domestic market develops faster nowadays. Analyzing the situation in terms of transportation of the produce, on the whole, shipment increased proportionally to production; however, domestic transportation volume made only 4%.
Evaluating the current situation on the world aluminium markets, I must say that last year turned out to be a serious test for many enterprises. The constant growth of prices for energy carriers and the end of long-term contracts for supply of electricity were the reason for closure of a number of aluminium plants in Europe and the USA. Production expenses of the aluminium producers increased due to the same reasons and the growth of prices for raw materials. However, the previous year was successful for our company. The production volume grew; besides, we managed to increase our client base from 285 to 326 enterprises of transport, construction and packing industries. One of the reasons for our last year success was the conclusion of a long-term contract for alumina purchase. In our forecast for balances of production and consumption, we expected such a development.
- However, it would be logical to assume that if the same practice is used in future, an unfavourable for RUSAL situation may occur.
- The thing is that this position, i.e. the conclusion of long-term contracts, derives from the strategy of our company. We do not gamble on the Stock Exchange. We took a fundamental stand defending long-term relations in terms of raw materials portfolio, as well as the distribution of end product. As for prices, RUSAL uses the strategy of risks hedging. Perhaps, we do not get the maximum profit; however, we are protected from any sudden changes.
- Could you give your evaluation of the prospects for the year 2006?
- The analysts of our company believe that in 2006 the determinant factors for development of the world aluminium industry will be the increase of prices for energy carriers, the high cost of putting new production capacities into operation and a further closure of non-profitable enterprises in Europe and the USA. Besides, the macroeconomic measures taken by the government of China to limit the rates of primary aluminium, as well as significant limitations on electricity and raw materials shortage, will prevent the development of China as an alluminium exporter. At the same time, Korea is very prospective as an importer. On the whole, we estimate the demand for our produce will increase by 7%, and its market cost - by 20% (in 2005, the prices growth amounted to 16%).
- How is transport process organized in the enterprises of the holding company?
- Over 90% of production is carried by railway transport. It is explained by the geographical location of our plants: Krasnoyarsk region, Irkutsk region, Khakassia, Kemerovo, i.e. the center of Russia, in fact, so there is no alternative to the railway. Taking into account the growth of production volumes in RUSAL in 2005, loading volume increased respectively, although there is no direct dependence, since part of our production is not loaded into a wagon, but sent to plants for furtner processing. On average, the loading volume of primary aluminium grew by 2%.
- What is the current level of transport constituent for transportation of the produce, as well as raw materials, for enterprises incorporated into RUSAL group?
- I can say that the transport constituent for RUSAL is higher than that for other companies, because our raw material fields (alumina and bauxites) are situated in equatorial countries. In Russia, we have smaller open-cast mines in the Urals, in the Republic of Komi and in the Arkhangelsk region, but the quality of raw materials extracted there is lower, and the conditions of extraction are much worse. That is why the company continues to purchase raw material assets abroad.
- Does RUSAL prefer Russian ports or ports of neighbouring states when organizing its export transportation?
- Traditionally, we have partner relations with ports in all the four Russian basins. It is, as I already said, connected with the geographical location of the plants as well as the distribution strategy. Our customers live in all parts of the world, so it is reasonable to distribute transport flows in all directions. Naturally, cooperation with Russian port terminals is profitable for us, which is explained by the difference in tariffs, of transportation to Russian and foreign ports. At the same time, in terms of quality and prices for port services, we would prefer to cooperate with the port of Tallinn, but we do not have any traffic in this direction. The difference between transportation to St.-Petersburg and to Ivan-Gorod makes about four dollars per ton. We transport up to million tons to the ports of the Baltic basin, thus the sum becomes astronomical.
- At the same time, there can arise such a problem (especially in winter) as "jams" on the rail approaches to a port:
- Well, we had significant difficulties in winter of 2004, when no vessel could come to a berth because of the ice conditions. On the whole, we normally have a contract with the port, and both sides fulfill its statements. Besides, the modern technology of railway transport functioning and the level of port infrastructure development enable them to service the cargo without stopping the whole cargo flow if there are any jams.
- Could you comment on the company's cooperation with OAO RZD? What problems could you point out? What are the ways to solve them?
- The current cooperation of OAO RZD and RUSAL can be evaluated as very constructive. Of course, occasionally there are some working problems, but we solve them successfully. The other thing is that there are questions considering future development of the largest railway carrier and our holding company. I know nothing on the OAO RZD's prospects for purchase of special rolling-stock. Nowadays it is thought that companies-operators will work in the sector. But what shall we do with the volumes that are now carried by the inventory park put into operation in the Soviet times? It becomes obsolete and is withdrawn. Will private companies be able to compensate for it?
Nowadays, RUSAL owns a wagon park of 2,000 units, most of which is hoppers and thermo-tank-wagons. It is specialized rolling stock that has been on the balance of our enterprise since Soviet times, and now we maintain it. Besides, in our rolling stock park there are three-sectioned combined wagons for aluminium and alumina transportation, specially ordered by our company and developed by Kryukovsky wagon-building plant. For us and our partners, companies-operators that help us to solve problems of production transportation, this is the best solution for reverse loading problem. For example, we take raw materials (alumina) in the port of St.-Petersburg, and then transport aluminium in the same wagon back to the port.
- Comparing the quality of services provided by companies-operators and OAO RZD, which do you prefer?
- So far RUSAL has no strategic partners among private carriers. There is an inner transport company that manages our rolling-stock park, and several contracts with companies-operators have been concluded. However, taking into account the fact that aluminium is transported in the universal rolling-stock, we prefer to work by direct contracts with OAO RZD. However, a specific characteristic of a company-operator is their flexible reaction to the client's needs, such offering tariff discounts or solving technological problems really fast.
Coming back to how OAO RZD compares to companies-operators, I can't but mention that nowadays OAO RZD is discriminated, since it does not react fast enough when it comes to the wagon constituent of the tariff and changes in the transportation market. Protecting their traffic, OAO RZD often uses all the means it has. An example is the telegrams published in February, limiting use of private (leased) rolling stock. The reason for OAO RZD's behaviour is clear however, a system approach to the solution of the problem is required. I believe that nowadays only such a large and professional company as OAO Russian Railways can guarantee the technological side of transportation - wagon turnover, reduction of empty wagon traffic etc. Smaller private companies are more efficient when fast logistic solutions are necessary, and if there is an opportunity of reverse loading.
- Does RUSAL plan to purchase additional rolling stock to reduce transportation cost price at the expense of the wagon constituent?
- Transport business is not our specialization. We think it is logical to purchase the service while we have such an opportunity. Any decisions to this extent will be made only if there is a lack of rolling stock.
- Can such a situation arise?
- Taking into account the dynamic development of RUSAL, it can. As I mentioned before, in 2005 our production volume grew by 1.6%. This year, the forecasted growth of the acting capacities production is about 2%. At the end of the year, RUSAL plans to put into operation a new plant for aluminium production in Khakassia. Its annual design capacity is about 300,000 tons. On the whole, in the long run, we plan to increase production volume to five million tons by 2013, which means a twofold increase in comparison with current figures.
Interviewed by TATYANA TOKAREVA
[~DETAIL_TEXT] => RUSAL is one of the world's fastest-growing and most dynamic companies producing primary aluminium and alloys for an expanding and demanding customer base world-wide. Its share amounts to 75% of the total aluminium market in Russia and to 10% of the total aluminum volume produced in the world. The company's produce is exported to 50 countries. Deputy CEO, Relations with Natural Monopolies, of the RUSAL company Vadim Geraskin tells of the prospects for the holding company development and solution of the transport problems it faces.
- Mr. Geraskin, could you comment on the current position of the RUSAL company on the market and its marketing prospects for the near future?
- In 2005, the enterprises of the holding company increased the volume of aluminium production by 1.6% year-on-year to over 2.7 million tons. At the same time, over 75% of the company's production is sold on the foreign market. That said, I can't but admit that the Russian domestic market develops faster nowadays. Analyzing the situation in terms of transportation of the produce, on the whole, shipment increased proportionally to production; however, domestic transportation volume made only 4%.
Evaluating the current situation on the world aluminium markets, I must say that last year turned out to be a serious test for many enterprises. The constant growth of prices for energy carriers and the end of long-term contracts for supply of electricity were the reason for closure of a number of aluminium plants in Europe and the USA. Production expenses of the aluminium producers increased due to the same reasons and the growth of prices for raw materials. However, the previous year was successful for our company. The production volume grew; besides, we managed to increase our client base from 285 to 326 enterprises of transport, construction and packing industries. One of the reasons for our last year success was the conclusion of a long-term contract for alumina purchase. In our forecast for balances of production and consumption, we expected such a development.
- However, it would be logical to assume that if the same practice is used in future, an unfavourable for RUSAL situation may occur.
- The thing is that this position, i.e. the conclusion of long-term contracts, derives from the strategy of our company. We do not gamble on the Stock Exchange. We took a fundamental stand defending long-term relations in terms of raw materials portfolio, as well as the distribution of end product. As for prices, RUSAL uses the strategy of risks hedging. Perhaps, we do not get the maximum profit; however, we are protected from any sudden changes.
- Could you give your evaluation of the prospects for the year 2006?
- The analysts of our company believe that in 2006 the determinant factors for development of the world aluminium industry will be the increase of prices for energy carriers, the high cost of putting new production capacities into operation and a further closure of non-profitable enterprises in Europe and the USA. Besides, the macroeconomic measures taken by the government of China to limit the rates of primary aluminium, as well as significant limitations on electricity and raw materials shortage, will prevent the development of China as an alluminium exporter. At the same time, Korea is very prospective as an importer. On the whole, we estimate the demand for our produce will increase by 7%, and its market cost - by 20% (in 2005, the prices growth amounted to 16%).
- How is transport process organized in the enterprises of the holding company?
- Over 90% of production is carried by railway transport. It is explained by the geographical location of our plants: Krasnoyarsk region, Irkutsk region, Khakassia, Kemerovo, i.e. the center of Russia, in fact, so there is no alternative to the railway. Taking into account the growth of production volumes in RUSAL in 2005, loading volume increased respectively, although there is no direct dependence, since part of our production is not loaded into a wagon, but sent to plants for furtner processing. On average, the loading volume of primary aluminium grew by 2%.
- What is the current level of transport constituent for transportation of the produce, as well as raw materials, for enterprises incorporated into RUSAL group?
- I can say that the transport constituent for RUSAL is higher than that for other companies, because our raw material fields (alumina and bauxites) are situated in equatorial countries. In Russia, we have smaller open-cast mines in the Urals, in the Republic of Komi and in the Arkhangelsk region, but the quality of raw materials extracted there is lower, and the conditions of extraction are much worse. That is why the company continues to purchase raw material assets abroad.
- Does RUSAL prefer Russian ports or ports of neighbouring states when organizing its export transportation?
- Traditionally, we have partner relations with ports in all the four Russian basins. It is, as I already said, connected with the geographical location of the plants as well as the distribution strategy. Our customers live in all parts of the world, so it is reasonable to distribute transport flows in all directions. Naturally, cooperation with Russian port terminals is profitable for us, which is explained by the difference in tariffs, of transportation to Russian and foreign ports. At the same time, in terms of quality and prices for port services, we would prefer to cooperate with the port of Tallinn, but we do not have any traffic in this direction. The difference between transportation to St.-Petersburg and to Ivan-Gorod makes about four dollars per ton. We transport up to million tons to the ports of the Baltic basin, thus the sum becomes astronomical.
- At the same time, there can arise such a problem (especially in winter) as "jams" on the rail approaches to a port:
- Well, we had significant difficulties in winter of 2004, when no vessel could come to a berth because of the ice conditions. On the whole, we normally have a contract with the port, and both sides fulfill its statements. Besides, the modern technology of railway transport functioning and the level of port infrastructure development enable them to service the cargo without stopping the whole cargo flow if there are any jams.
- Could you comment on the company's cooperation with OAO RZD? What problems could you point out? What are the ways to solve them?
- The current cooperation of OAO RZD and RUSAL can be evaluated as very constructive. Of course, occasionally there are some working problems, but we solve them successfully. The other thing is that there are questions considering future development of the largest railway carrier and our holding company. I know nothing on the OAO RZD's prospects for purchase of special rolling-stock. Nowadays it is thought that companies-operators will work in the sector. But what shall we do with the volumes that are now carried by the inventory park put into operation in the Soviet times? It becomes obsolete and is withdrawn. Will private companies be able to compensate for it?
Nowadays, RUSAL owns a wagon park of 2,000 units, most of which is hoppers and thermo-tank-wagons. It is specialized rolling stock that has been on the balance of our enterprise since Soviet times, and now we maintain it. Besides, in our rolling stock park there are three-sectioned combined wagons for aluminium and alumina transportation, specially ordered by our company and developed by Kryukovsky wagon-building plant. For us and our partners, companies-operators that help us to solve problems of production transportation, this is the best solution for reverse loading problem. For example, we take raw materials (alumina) in the port of St.-Petersburg, and then transport aluminium in the same wagon back to the port.
- Comparing the quality of services provided by companies-operators and OAO RZD, which do you prefer?
- So far RUSAL has no strategic partners among private carriers. There is an inner transport company that manages our rolling-stock park, and several contracts with companies-operators have been concluded. However, taking into account the fact that aluminium is transported in the universal rolling-stock, we prefer to work by direct contracts with OAO RZD. However, a specific characteristic of a company-operator is their flexible reaction to the client's needs, such offering tariff discounts or solving technological problems really fast.
Coming back to how OAO RZD compares to companies-operators, I can't but mention that nowadays OAO RZD is discriminated, since it does not react fast enough when it comes to the wagon constituent of the tariff and changes in the transportation market. Protecting their traffic, OAO RZD often uses all the means it has. An example is the telegrams published in February, limiting use of private (leased) rolling stock. The reason for OAO RZD's behaviour is clear however, a system approach to the solution of the problem is required. I believe that nowadays only such a large and professional company as OAO Russian Railways can guarantee the technological side of transportation - wagon turnover, reduction of empty wagon traffic etc. Smaller private companies are more efficient when fast logistic solutions are necessary, and if there is an opportunity of reverse loading.
- Does RUSAL plan to purchase additional rolling stock to reduce transportation cost price at the expense of the wagon constituent?
- Transport business is not our specialization. We think it is logical to purchase the service while we have such an opportunity. Any decisions to this extent will be made only if there is a lack of rolling stock.
- Can such a situation arise?
- Taking into account the dynamic development of RUSAL, it can. As I mentioned before, in 2005 our production volume grew by 1.6%. This year, the forecasted growth of the acting capacities production is about 2%. At the end of the year, RUSAL plans to put into operation a new plant for aluminium production in Khakassia. Its annual design capacity is about 300,000 tons. On the whole, in the long run, we plan to increase production volume to five million tons by 2013, which means a twofold increase in comparison with current figures.
Interviewed by TATYANA TOKAREVA
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For Good Reason
Last December the Centers of Transport services on the Dalnevostochnaya (Far-Eastern), the Zabaikalskaya (Zabaikalsk), the Vostochno-Sibirskaya (Eastern-Siberian), the Krasnoyarskaya (Krasnoyarsk) and the Severnaya (Northern) railways received telegram № 1283 from the President of OAO RZD. The telegram prescribes to rent 4,996 universal platforms equipped with removable facilities for timber transportation out to OOO Transles. In accordance with the telegram, the term of the contract for rent is until December 31, 2006.
In February, the decree of OAO Russian Railways gave 80% of the park of scarce platforms for timber transportation out for rent to the private company OOO Transles.
The next telegram from February 20, 2006 prescribed to "hold meetings with the main consignors of timber to define the freight base and to conclude contracts for freight transportation in rented rolling stock". The authorities of OAO RZD plan that OOO Transles will provide timber transportation on the export directions. Paragraph 6 of the telegram sets daily norm of loading for export to Finland, China and Mongolia.
Railmen think that the main target of the further activities of OOO Transles is to provide for the wagon park of OAO RZD the same conditions as for the freight wagons of other rolling-stock owners. The mobility of such a structure managing a respectively small park, and the transparency of its activities, in its turn, will result in the increase of wagon usage efficiency (in comparison with the inventory park) due to the flexible policy of price formation for the services provided by the company. The Centers of Transport Services of the mentioned railways explained that "the price level for the services of Transles established in the contract is planned to correspond with the tariffs on freight transportation in the freight wagons of the OAO RZD's park, and if necessary it will be lower than the tariffs. The price offered to consignors will vary within the limits of the wagon constituent of the tariff".
On the whole, it is planned that the enterprise will be oriented at the operating and transport-forwarding activities, as well as services of renting rolling stock out.
The specialists of the Centers of Transport services of the railways say that over 6,000 universal platforms equipped with removable facilities for timber transportation will be included in the authorized capital of the daughter company Transles. The new company is to transport about 13 million tons during the first year of work. Later the annual transportation volume is to increase. According to the preliminary calculations, the annual planned revenue of Transles is to amount to RUR7.3 billion.
Companies-Operators Fear
Companies-operators fear that the new strong competitor will force them out of the transportation market. Firstly, the volume of timber dispatch by railway is not regular in different seasons and on different routes. While, when planning transportation, companies-operators are either to maintain an excessive rolling stock park in some periods of the year or to refuse potential clients because of the lack of transportation capacities, OOO Transles has the advantage of sufficient wagon park reserve rented from OAO RZD, which enables them to react fast to the changes of the market situation.
Secondly, private companies are certain that, by giving out such an amount of critical rolling stock,OAO RZD increases its revenue from the total tariff and rent payments and establishes a monopolist, to which cargo owners will have to apply because of the lack of platforms of this type. Calculations of the rolling stock owners, as given to "The RZD-Partner International" business magazine, show that, taking into account the received rent fee, export timber transportation on the platforms rented by a private company from OAO RZD is a hidden increase of tariff loading for a cargo owner. Because of the higher prices, which is inevitable in a private company, total transport expenses of a cargo owner will increase comparing to those established by Tariff Regulation № 10-01.
The Center of Transport Services of OAO RZD positions the private company as an affiliate. That is why representatives of the Center of Transport Services of OAO RZD explained that "the affiliate will have the same rights and obligations as other companies-operators. A consignor provides the planning of transportation and gives cargo for transportation, so it is he who can choose either OAO RZD's or private wagons to carry the freight. If the price and the quality of service, provided by some company-operator, suit the consignor, it will be the main factor for choosing the partner, and OAO RZD cannot influence it".
However, private rolling stock owners think that the artificially created shortage of OAO RZD's platforms of the given type limits consignors' right to choose a partner for cargo transportation, and makes them use wagons of only one private company-monopolist.
There Is SomeEvidence of Offence
Representatives of companies-operators are certain that when OOO Transles starts working, the situation on the timber transportation market will completely change for the worse for private companies and cargo consignors. Businessmen believe that such a scaled giving of the state rolling stock to a private company cannot take place, if it has not been approved by the Federal Tariff Service and the Federal Antimonopoly Service of the Russian Federation. Moreover, it is necessary because further plans of OAO RZD include the launch of other daughter companies for different cargoes transportation - oil bulk, coal, inert cargoes, etc. Companies-operators believe that if these companies also become new monopolists, obtaining exclusive rights for OAO RZD's wagons renting and secret preferences, they are to be put under control of antimonopoly bodies, while their prices offered to consignors and cargo owners should be regulated by the RF Federal Tariff Service and not exceed the tariff prescribed by Tariff Regulation № 10-01 for wagons of OAO RZD's park.
Meanwhile, some experts believe that the situation has "some evidence of antimonopoly legislation offence", so the Federal Antimonopoly Service has already started to follow the development of the situation. The Railway Transport Department of the Directorate of Control and Inspectorate for Transport and Communication, the Federal Antimonopoly Service of Russia, explained to us that, according to Article 17 of the Federal Law "On Competition", having decided on separation off of an affiliate, OAO RZD must inform the Antimonopoly Service about it. It was done when TransContainer and Refservice were launched. At that time the concept of new companies launch was discussed, and then it was approved by the Board of Directors. However, this legal order is not observed during the launch of OOO Transles.
Resume
It is too early to make any conclusions about the situation. However, it is obvious that the methods and the results of the first specialized freight companies separation off from OAO RZD (with the exception of TransContainer and Refservice, mentioned in all the documents from the very beginning) are the basis for further development of the reform in the freight transportation sector in the near future. It seems that the private business and, first of all, OAO RZD itself, are interested in making this first step successful to create a strong and efficient market.
By Svetlana Khabirova
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For Good Reason
Last December the Centers of Transport services on the Dalnevostochnaya (Far-Eastern), the Zabaikalskaya (Zabaikalsk), the Vostochno-Sibirskaya (Eastern-Siberian), the Krasnoyarskaya (Krasnoyarsk) and the Severnaya (Northern) railways received telegram № 1283 from the President of OAO RZD. The telegram prescribes to rent 4,996 universal platforms equipped with removable facilities for timber transportation out to OOO Transles. In accordance with the telegram, the term of the contract for rent is until December 31, 2006.
In February, the decree of OAO Russian Railways gave 80% of the park of scarce platforms for timber transportation out for rent to the private company OOO Transles.
The next telegram from February 20, 2006 prescribed to "hold meetings with the main consignors of timber to define the freight base and to conclude contracts for freight transportation in rented rolling stock". The authorities of OAO RZD plan that OOO Transles will provide timber transportation on the export directions. Paragraph 6 of the telegram sets daily norm of loading for export to Finland, China and Mongolia.
Railmen think that the main target of the further activities of OOO Transles is to provide for the wagon park of OAO RZD the same conditions as for the freight wagons of other rolling-stock owners. The mobility of such a structure managing a respectively small park, and the transparency of its activities, in its turn, will result in the increase of wagon usage efficiency (in comparison with the inventory park) due to the flexible policy of price formation for the services provided by the company. The Centers of Transport Services of the mentioned railways explained that "the price level for the services of Transles established in the contract is planned to correspond with the tariffs on freight transportation in the freight wagons of the OAO RZD's park, and if necessary it will be lower than the tariffs. The price offered to consignors will vary within the limits of the wagon constituent of the tariff".
On the whole, it is planned that the enterprise will be oriented at the operating and transport-forwarding activities, as well as services of renting rolling stock out.
The specialists of the Centers of Transport services of the railways say that over 6,000 universal platforms equipped with removable facilities for timber transportation will be included in the authorized capital of the daughter company Transles. The new company is to transport about 13 million tons during the first year of work. Later the annual transportation volume is to increase. According to the preliminary calculations, the annual planned revenue of Transles is to amount to RUR7.3 billion.
Companies-Operators Fear
Companies-operators fear that the new strong competitor will force them out of the transportation market. Firstly, the volume of timber dispatch by railway is not regular in different seasons and on different routes. While, when planning transportation, companies-operators are either to maintain an excessive rolling stock park in some periods of the year or to refuse potential clients because of the lack of transportation capacities, OOO Transles has the advantage of sufficient wagon park reserve rented from OAO RZD, which enables them to react fast to the changes of the market situation.
Secondly, private companies are certain that, by giving out such an amount of critical rolling stock,OAO RZD increases its revenue from the total tariff and rent payments and establishes a monopolist, to which cargo owners will have to apply because of the lack of platforms of this type. Calculations of the rolling stock owners, as given to "The RZD-Partner International" business magazine, show that, taking into account the received rent fee, export timber transportation on the platforms rented by a private company from OAO RZD is a hidden increase of tariff loading for a cargo owner. Because of the higher prices, which is inevitable in a private company, total transport expenses of a cargo owner will increase comparing to those established by Tariff Regulation № 10-01.
The Center of Transport Services of OAO RZD positions the private company as an affiliate. That is why representatives of the Center of Transport Services of OAO RZD explained that "the affiliate will have the same rights and obligations as other companies-operators. A consignor provides the planning of transportation and gives cargo for transportation, so it is he who can choose either OAO RZD's or private wagons to carry the freight. If the price and the quality of service, provided by some company-operator, suit the consignor, it will be the main factor for choosing the partner, and OAO RZD cannot influence it".
However, private rolling stock owners think that the artificially created shortage of OAO RZD's platforms of the given type limits consignors' right to choose a partner for cargo transportation, and makes them use wagons of only one private company-monopolist.
There Is SomeEvidence of Offence
Representatives of companies-operators are certain that when OOO Transles starts working, the situation on the timber transportation market will completely change for the worse for private companies and cargo consignors. Businessmen believe that such a scaled giving of the state rolling stock to a private company cannot take place, if it has not been approved by the Federal Tariff Service and the Federal Antimonopoly Service of the Russian Federation. Moreover, it is necessary because further plans of OAO RZD include the launch of other daughter companies for different cargoes transportation - oil bulk, coal, inert cargoes, etc. Companies-operators believe that if these companies also become new monopolists, obtaining exclusive rights for OAO RZD's wagons renting and secret preferences, they are to be put under control of antimonopoly bodies, while their prices offered to consignors and cargo owners should be regulated by the RF Federal Tariff Service and not exceed the tariff prescribed by Tariff Regulation № 10-01 for wagons of OAO RZD's park.
Meanwhile, some experts believe that the situation has "some evidence of antimonopoly legislation offence", so the Federal Antimonopoly Service has already started to follow the development of the situation. The Railway Transport Department of the Directorate of Control and Inspectorate for Transport and Communication, the Federal Antimonopoly Service of Russia, explained to us that, according to Article 17 of the Federal Law "On Competition", having decided on separation off of an affiliate, OAO RZD must inform the Antimonopoly Service about it. It was done when TransContainer and Refservice were launched. At that time the concept of new companies launch was discussed, and then it was approved by the Board of Directors. However, this legal order is not observed during the launch of OOO Transles.
Resume
It is too early to make any conclusions about the situation. However, it is obvious that the methods and the results of the first specialized freight companies separation off from OAO RZD (with the exception of TransContainer and Refservice, mentioned in all the documents from the very beginning) are the basis for further development of the reform in the freight transportation sector in the near future. It seems that the private business and, first of all, OAO RZD itself, are interested in making this first step successful to create a strong and efficient market.
By Svetlana Khabirova
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For Good Reason
Last December the Centers of Transport services on the Dalnevostochnaya (Far-Eastern), the Zabaikalskaya (Zabaikalsk), the Vostochno-Sibirskaya (Eastern-Siberian), the Krasnoyarskaya (Krasnoyarsk) and the Severnaya (Northern) railways received telegram № 1283 from the President of OAO RZD. The telegram prescribes to rent 4,996 universal platforms equipped with removable facilities for timber transportation out to OOO Transles. In accordance with the telegram, the term of the contract for rent is until December 31, 2006.
In February, the decree of OAO Russian Railways gave 80% of the park of scarce platforms for timber transportation out for rent to the private company OOO Transles.
The next telegram from February 20, 2006 prescribed to "hold meetings with the main consignors of timber to define the freight base and to conclude contracts for freight transportation in rented rolling stock". The authorities of OAO RZD plan that OOO Transles will provide timber transportation on the export directions. Paragraph 6 of the telegram sets daily norm of loading for export to Finland, China and Mongolia.
Railmen think that the main target of the further activities of OOO Transles is to provide for the wagon park of OAO RZD the same conditions as for the freight wagons of other rolling-stock owners. The mobility of such a structure managing a respectively small park, and the transparency of its activities, in its turn, will result in the increase of wagon usage efficiency (in comparison with the inventory park) due to the flexible policy of price formation for the services provided by the company. The Centers of Transport Services of the mentioned railways explained that "the price level for the services of Transles established in the contract is planned to correspond with the tariffs on freight transportation in the freight wagons of the OAO RZD's park, and if necessary it will be lower than the tariffs. The price offered to consignors will vary within the limits of the wagon constituent of the tariff".
On the whole, it is planned that the enterprise will be oriented at the operating and transport-forwarding activities, as well as services of renting rolling stock out.
The specialists of the Centers of Transport services of the railways say that over 6,000 universal platforms equipped with removable facilities for timber transportation will be included in the authorized capital of the daughter company Transles. The new company is to transport about 13 million tons during the first year of work. Later the annual transportation volume is to increase. According to the preliminary calculations, the annual planned revenue of Transles is to amount to RUR7.3 billion.
Companies-Operators Fear
Companies-operators fear that the new strong competitor will force them out of the transportation market. Firstly, the volume of timber dispatch by railway is not regular in different seasons and on different routes. While, when planning transportation, companies-operators are either to maintain an excessive rolling stock park in some periods of the year or to refuse potential clients because of the lack of transportation capacities, OOO Transles has the advantage of sufficient wagon park reserve rented from OAO RZD, which enables them to react fast to the changes of the market situation.
Secondly, private companies are certain that, by giving out such an amount of critical rolling stock,OAO RZD increases its revenue from the total tariff and rent payments and establishes a monopolist, to which cargo owners will have to apply because of the lack of platforms of this type. Calculations of the rolling stock owners, as given to "The RZD-Partner International" business magazine, show that, taking into account the received rent fee, export timber transportation on the platforms rented by a private company from OAO RZD is a hidden increase of tariff loading for a cargo owner. Because of the higher prices, which is inevitable in a private company, total transport expenses of a cargo owner will increase comparing to those established by Tariff Regulation № 10-01.
The Center of Transport Services of OAO RZD positions the private company as an affiliate. That is why representatives of the Center of Transport Services of OAO RZD explained that "the affiliate will have the same rights and obligations as other companies-operators. A consignor provides the planning of transportation and gives cargo for transportation, so it is he who can choose either OAO RZD's or private wagons to carry the freight. If the price and the quality of service, provided by some company-operator, suit the consignor, it will be the main factor for choosing the partner, and OAO RZD cannot influence it".
However, private rolling stock owners think that the artificially created shortage of OAO RZD's platforms of the given type limits consignors' right to choose a partner for cargo transportation, and makes them use wagons of only one private company-monopolist.
There Is SomeEvidence of Offence
Representatives of companies-operators are certain that when OOO Transles starts working, the situation on the timber transportation market will completely change for the worse for private companies and cargo consignors. Businessmen believe that such a scaled giving of the state rolling stock to a private company cannot take place, if it has not been approved by the Federal Tariff Service and the Federal Antimonopoly Service of the Russian Federation. Moreover, it is necessary because further plans of OAO RZD include the launch of other daughter companies for different cargoes transportation - oil bulk, coal, inert cargoes, etc. Companies-operators believe that if these companies also become new monopolists, obtaining exclusive rights for OAO RZD's wagons renting and secret preferences, they are to be put under control of antimonopoly bodies, while their prices offered to consignors and cargo owners should be regulated by the RF Federal Tariff Service and not exceed the tariff prescribed by Tariff Regulation № 10-01 for wagons of OAO RZD's park.
Meanwhile, some experts believe that the situation has "some evidence of antimonopoly legislation offence", so the Federal Antimonopoly Service has already started to follow the development of the situation. The Railway Transport Department of the Directorate of Control and Inspectorate for Transport and Communication, the Federal Antimonopoly Service of Russia, explained to us that, according to Article 17 of the Federal Law "On Competition", having decided on separation off of an affiliate, OAO RZD must inform the Antimonopoly Service about it. It was done when TransContainer and Refservice were launched. At that time the concept of new companies launch was discussed, and then it was approved by the Board of Directors. However, this legal order is not observed during the launch of OOO Transles.
Resume
It is too early to make any conclusions about the situation. However, it is obvious that the methods and the results of the first specialized freight companies separation off from OAO RZD (with the exception of TransContainer and Refservice, mentioned in all the documents from the very beginning) are the basis for further development of the reform in the freight transportation sector in the near future. It seems that the private business and, first of all, OAO RZD itself, are interested in making this first step successful to create a strong and efficient market.
By Svetlana Khabirova
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For Good Reason
Last December the Centers of Transport services on the Dalnevostochnaya (Far-Eastern), the Zabaikalskaya (Zabaikalsk), the Vostochno-Sibirskaya (Eastern-Siberian), the Krasnoyarskaya (Krasnoyarsk) and the Severnaya (Northern) railways received telegram № 1283 from the President of OAO RZD. The telegram prescribes to rent 4,996 universal platforms equipped with removable facilities for timber transportation out to OOO Transles. In accordance with the telegram, the term of the contract for rent is until December 31, 2006.
In February, the decree of OAO Russian Railways gave 80% of the park of scarce platforms for timber transportation out for rent to the private company OOO Transles.
The next telegram from February 20, 2006 prescribed to "hold meetings with the main consignors of timber to define the freight base and to conclude contracts for freight transportation in rented rolling stock". The authorities of OAO RZD plan that OOO Transles will provide timber transportation on the export directions. Paragraph 6 of the telegram sets daily norm of loading for export to Finland, China and Mongolia.
Railmen think that the main target of the further activities of OOO Transles is to provide for the wagon park of OAO RZD the same conditions as for the freight wagons of other rolling-stock owners. The mobility of such a structure managing a respectively small park, and the transparency of its activities, in its turn, will result in the increase of wagon usage efficiency (in comparison with the inventory park) due to the flexible policy of price formation for the services provided by the company. The Centers of Transport Services of the mentioned railways explained that "the price level for the services of Transles established in the contract is planned to correspond with the tariffs on freight transportation in the freight wagons of the OAO RZD's park, and if necessary it will be lower than the tariffs. The price offered to consignors will vary within the limits of the wagon constituent of the tariff".
On the whole, it is planned that the enterprise will be oriented at the operating and transport-forwarding activities, as well as services of renting rolling stock out.
The specialists of the Centers of Transport services of the railways say that over 6,000 universal platforms equipped with removable facilities for timber transportation will be included in the authorized capital of the daughter company Transles. The new company is to transport about 13 million tons during the first year of work. Later the annual transportation volume is to increase. According to the preliminary calculations, the annual planned revenue of Transles is to amount to RUR7.3 billion.
Companies-Operators Fear
Companies-operators fear that the new strong competitor will force them out of the transportation market. Firstly, the volume of timber dispatch by railway is not regular in different seasons and on different routes. While, when planning transportation, companies-operators are either to maintain an excessive rolling stock park in some periods of the year or to refuse potential clients because of the lack of transportation capacities, OOO Transles has the advantage of sufficient wagon park reserve rented from OAO RZD, which enables them to react fast to the changes of the market situation.
Secondly, private companies are certain that, by giving out such an amount of critical rolling stock,OAO RZD increases its revenue from the total tariff and rent payments and establishes a monopolist, to which cargo owners will have to apply because of the lack of platforms of this type. Calculations of the rolling stock owners, as given to "The RZD-Partner International" business magazine, show that, taking into account the received rent fee, export timber transportation on the platforms rented by a private company from OAO RZD is a hidden increase of tariff loading for a cargo owner. Because of the higher prices, which is inevitable in a private company, total transport expenses of a cargo owner will increase comparing to those established by Tariff Regulation № 10-01.
The Center of Transport Services of OAO RZD positions the private company as an affiliate. That is why representatives of the Center of Transport Services of OAO RZD explained that "the affiliate will have the same rights and obligations as other companies-operators. A consignor provides the planning of transportation and gives cargo for transportation, so it is he who can choose either OAO RZD's or private wagons to carry the freight. If the price and the quality of service, provided by some company-operator, suit the consignor, it will be the main factor for choosing the partner, and OAO RZD cannot influence it".
However, private rolling stock owners think that the artificially created shortage of OAO RZD's platforms of the given type limits consignors' right to choose a partner for cargo transportation, and makes them use wagons of only one private company-monopolist.
There Is SomeEvidence of Offence
Representatives of companies-operators are certain that when OOO Transles starts working, the situation on the timber transportation market will completely change for the worse for private companies and cargo consignors. Businessmen believe that such a scaled giving of the state rolling stock to a private company cannot take place, if it has not been approved by the Federal Tariff Service and the Federal Antimonopoly Service of the Russian Federation. Moreover, it is necessary because further plans of OAO RZD include the launch of other daughter companies for different cargoes transportation - oil bulk, coal, inert cargoes, etc. Companies-operators believe that if these companies also become new monopolists, obtaining exclusive rights for OAO RZD's wagons renting and secret preferences, they are to be put under control of antimonopoly bodies, while their prices offered to consignors and cargo owners should be regulated by the RF Federal Tariff Service and not exceed the tariff prescribed by Tariff Regulation № 10-01 for wagons of OAO RZD's park.
Meanwhile, some experts believe that the situation has "some evidence of antimonopoly legislation offence", so the Federal Antimonopoly Service has already started to follow the development of the situation. The Railway Transport Department of the Directorate of Control and Inspectorate for Transport and Communication, the Federal Antimonopoly Service of Russia, explained to us that, according to Article 17 of the Federal Law "On Competition", having decided on separation off of an affiliate, OAO RZD must inform the Antimonopoly Service about it. It was done when TransContainer and Refservice were launched. At that time the concept of new companies launch was discussed, and then it was approved by the Board of Directors. However, this legal order is not observed during the launch of OOO Transles.
Resume
It is too early to make any conclusions about the situation. However, it is obvious that the methods and the results of the first specialized freight companies separation off from OAO RZD (with the exception of TransContainer and Refservice, mentioned in all the documents from the very beginning) are the basis for further development of the reform in the freight transportation sector in the near future. It seems that the private business and, first of all, OAO RZD itself, are interested in making this first step successful to create a strong and efficient market.
By Svetlana Khabirova
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[DETAIL_TEXT] => Nowadays the total timber revenue of the Russian Federation amounts to RUR 20 billion annually. It is formed from export customs duties (over RUR 13 billion) and forest duties on timber not cut down (about RUR 7 billion). Besides, the state gets over 91% of timber revenue from only one of the seven types of forest exploitation - timber production. "That is why a clear, impartial and transparent price policy in the timber sector is a strategic target of vital importance",Valery Roschupkin, Head of the Federal Agency of Forestry of the Russian Federation, is assured.
- Mr. Roschupkin, could you speak of the current situation in the sector? What is the dynamics of the timber industry development nowadays?
- In spite of significant progress that took place in the timber sector of economy in the last several years, we can't but point out a number of negative factors slowing down the development of the sector. Thus, the efficiency of forest exploration is still low, and the cost price of timber cutting grows. In the developed forests an old model of timber exploration is used, and the amount of trees to be cut in accordance with it is exhausted, whereas other timber resources remain unclaimed. Besides, access to timber resources is complicated because of the undeveloped network of roads in forests, as well as due to the usage of outdated timber cutting technologies. Often there are cases of illegal cutting and breach of cutting rules. The solution of each of the problems is connected with a lot of legislative, institutional and economic questions, but, first of all, we should accentuate the increase of investments into the timber sector of economy, including infrastructure and timber cutting.
- What measures can the state take?
- Firstly, the state should pay special attention to the questions of forest legislation and law-enforcement practice. The innovations envisaged by 199-ФЗ, by the recently approved amendments to the land legislation (172-ФЗ), and by the new issue of the Forest Code define the new quality of forest relations. In particular, the problems of relations between the federal and regional authorities have been solved in a different way. At the same time, forest fund and forestry are kept in the federal property. In the near future, a number of normative and legislative documents will be put into operation, for example, Regulations of opening forest fund areas for free use; Rules of non-cut timber sale in the forests of the Russian Federation; Order of organization and holding of tenders and auctions on timber; Rules of forest fund usage for cutting of secondary timber resources etc.
We believe that an important aspect of forestry image improvement, in particular when it comes to its partner opulence for forest industrial business, is further perfection of the sector's management structure. The Federal Agency of Forestry of the Russian Federation works actively in that direction. A new, more efficient structure of central machinery has been developed; our regional bodies now operate in 81 subject of the RF; the network of the dependent federal unitary enterprises and federal state institutions is improved. The state and economic functions of forestry are being separated off, so that forestry could be restructured, and holders will be in charge of forestry in the area they rent. On the basis of pilot projects to reform forestry as carried out in the subjects of the Russian Federation, the most efficient models of reforms are being chosen. The reforms are aimed at the increase of efficiency of the forestry management by the state. The terms of completing the reformation process in forestry are defined by the level of budget financing, which enables us to give up financing state functions provided by forestry at the expense of its own economical activities.
- What are the main targets set for the state bodies to solve the problems of the timber sector?
- In addition to creating favourable conditions to attract scaled investments to the sector, our main target is to provide reproduction, defense and protection of the forests. Reproduction of forest resources is the most important figure of our activities. Starting from 2005, forest reproduction is wholly financed from the federal budget. Nowadays, growth of the forest fund exceeds reduction because of cutting main forest funds.
We plan to work out a Programme of forest reproduction in 2006-2008. The document should become the basis for forestry transfer to the standards of unexhausting timber cutting. The measures to be taken include optimization of the forest reproduction volumes by methods and technologies according to weather conditions, natural reproduction, transport availability and economic efficiency. In particular, the Programme should solve the problem of selecting rational tree sorts for the long-term perspective, and create the so-called target management, supplying large timber merchants with the timber type they require. Simultaneously, the full package of measures to defend and protect forests is being carried out. It creates the basis for efficient forest exploration in future. The situation with forest fires has improved. Much attention is paid to preventive measures, as well as to technologies of fast fire detection. Starting from 2006, the volume of space and air control for the fire risk regions has significantly increased.
- You have mentioned the problem of illegal cutting. What is the current situation there?
- Since the beginning of the year, much has been done to prevent breach of forest legislation, including illegal timber cutting and, consequently, increasing transparency of timber delivery to domestic and foreign markets. In particular, we have developed a number of measures aimed at supporting different systems of voluntary forest certification and implementation of a proper national system, as well as at creation of a single base of registration and control of timber cutting and transportation, including timber marking, creation of an e-exchange with a necessary registration of all the contracts of purchase and sale of timber resources cut by forestry. Moreover, the Ministry of Internal Affairs of Russia, Federal Service of Technical and Export Control, Federal Security Service, executive power bodies of the most subjects of the Russian Federation take part in carrying out the Interdepartmental plan of measures to fight against illegal cutting and timber turnover. Routes of timber transportation and places where it is processed will be put under control to check its legality and taxes paid.
Besides, I'd like to stress that Russia is an initiator and an active participant of the international Forest Law Enforcement and Governance (FLEG) Process. Illegal timber cutting attracts higher attention of the international community. Russia owns a quarter of the world forest reserve and delivers large amount of, unfortunately, unprocessed timber to foreign markets, which can't but attract special attention to where the timber was taken from. That is why we believe that it is necessary to work out a single international definition of illegal timber turnover, illegal cutting, and to develop principles and methods to fight these negative phenomena. Russia has already suggested concrete actions, concrete steps, firstly, connected with monitoring of Russian forests. The country is a large one: forests occupy two thirds of its territory, so it is impossible to control them by traditional methods used in Europe. That is why, as I said already, we put into operation space and air monitoring of the RF forest resources. The first results show that the work is highly effective. We examined 25 million hectares in the Irkutsk region, in the Arkhangelsk region, in the Krasnoyarsk Territory and in other territories. Serious violations were revealed. Some figures were new even for us.
It is possible to prove facts of violations in the court using the results of monitoring, since the human element is minimally used in the system of control. This year we are going to examine the territory of the Far East: the Amur region, the Khabarovsk and the Primorsk Territories, as well as the Chita region. We will continue to work in the Krasnoyarsk Territory and in the Irkutsk region.
Working in the framework of the FLEG programme, we set the following target: not only the country where trees are illegally cut, but also the state that purchases the illegal timber should be responsible. To reach it, we got in touch with our foreign partners, in particular, China and Finland. A joint working group Russia-Finland is already operating. In August a meeting of a new working group Russia-China is to be held.
- What is the situation with investments in the sector?
- Our partners in the forest industrial sector definitely show some positive change. Regional target Programmes of deep timber processing development are being carried out almost in all the forest resource regions; investments growth and implementation of new processing capacities are registered. For example, in 2001 the total investment volume was USD 150 million, in 2004 it increased to USD 1.4 billion, and in 2005 USD 1.4 billion was invested into the sector. The growth is much more significant than in other sectors of economy, which shows a special attractiveness of the timber sector. However, these volumes are not enough from the point of view of real demands and real potential of the sector. In the near future it is necessary to increase the investments to USD 2 billion, and in the short-term outlook - to USD 4 billion annually.
I believe that to strengthen positive tendencies and to come to a new level of investment activity, it is necessary to solve a number of problems common for us. The most important of them is the problem of inefficient forest exploitation and, respectively, high and non-competitive cost price of timber cutting.
We believe that forest business working under the conditions of long-term rent is to become the main investor into forest exploitation. Here it would be possible to speak of public-private partnership. Its forms can be different, but in any case it should envisage some preferences for a timber merchant, if he participates in the development of infrastructure and forest exploitation technologies. Probably, these preferences should be resources, and the rent should depend on the volume of investment into the spheres.
- Since 2005, the Federal Agency of Forestry of the Russian Federation is responsible for setting rates of forest dues and administrating payments for forest fund usage. What are the main principles of the new scheme of work?
- The previous system of setting rates on standing timber was far from being perfect, so it was necessary to take a number of measures enabling us to set proper market cost of the timber resources. Thus, until recently, the RF Government had a right to set only minimal rates on standing timber, and the subjects of the Russian Federation were empowered to set rates taking into account regional specifics. That is why not investment programmes, but local interests were put to tender. For example, a local official says, "Elections are held tomorrow. It is necessary to purchase ambulance cars, repair a school etc.". A forest user solves the problems and pays minimal price for forest renting. As a result, the budget lacks enormous sums.
Thus, today we must overcome three basic drawbacks of the approach to forest payments existing in Russia. Firstly, the rates and forest dues are set as based on the valuation of very large territorial entities, thus some forest users pay less and the rest pay more than they should. Secondly, minimal rates rarely change: they are indexed only once a year using a single coefficient for all the regions. Thirdly, the rates are not influenced by quality and location of forest resources.
In the project of the new RF Forest Code, the auction approach is used to define the size of the fee for using forest fund areas, besides the starting rates are set by the Government of the Russian Federation.
As for the starting rates on forest areas, the Federal Agency of Forestry of the Russian Federation offered to calculate them using the method of depreciated cost. The price of the forest resource is calculated by subtraction of all the expenses on timber production and sale, including profit of forest user, from the timber produce market price. Simultaneously, the state customs policy should be changed in favour of deep timber processing development on the territory of Russia. In the near future the RF Ministry of Natural Resources will send its proposals concerning amendments to the customs legislation to the RF Ministry of Economic Development and Trade. In other words, transportation of logs from Russia is to become unprofitable business. Everywhere but in Russia money is earned not from "cut-sold" operation, but from timber deep processing. If one cubic meter of timber costs USD 30 when it is carried from Russia, it costs USD 400-500 when it comes back in the form of a finished product.
- What is your opinion on the prospects for foreign capital attraction to the Russian forest industry? Today some deputies offer to introduce amendments, limiting participation of foreign investments in the sphere.
- I do not think that foreign investments should be limited. We can limit the number of areas for forest exploitation for the sake of safety, for example. However, there is no need to limit investments. If an enterprise is a resident on the territory of Russia, pays taxes here, invests into the sector, including deep timber processing, and implements modern technologies, we should not be afraid of it. Look, for example, at the Russian pulp and paper industry, at its waste disposal plants, its equipment. Money is to be invested into it, and we should help to attract investment into the sector.
- Could you comment on the main document of the sector - the Forest Code?
- About 5,600 offers and requests were made to the new edition of the Forest Code. It infringed on different clan interests. Large timber manufacturers have their own opinions on the content of the document. The approaches of small-scale business sometimes do not coincide with them. Ecological public organizations worry about the ecological constituent of the Code.
Our attitude to it is clear: the rules of the game changed; the country is different now, so it needs different forest legislation. Unfortunately, Russia is a raw materials appendage now. That is why we will support offers aimed at the development of deep timber processing. However, forest should not be discussed from the point of view of economy only. It is ecologically important for Russia, as well as for the world community. The new Forest Code follows the idea. There is still some divergence because, for example, there is no law on specially secured territories. The attempt to include the norms on them into the Forest Code is not a correct one. The development of the law on specially secured territories and animal world should be speeded up. The Code should not be overloaded by definitions that must be given in other laws.
On the whole, the project of the Forest Code is fruitful and progressive; however, it has some drawbacks. I hope that when the state Duma forms all the suggestions and criticism, a decision will be made. I believe that everything will be done in a reasonable and civilized way.
Interviewed by TATYANA TOKAREVA
[~DETAIL_TEXT] => Nowadays the total timber revenue of the Russian Federation amounts to RUR 20 billion annually. It is formed from export customs duties (over RUR 13 billion) and forest duties on timber not cut down (about RUR 7 billion). Besides, the state gets over 91% of timber revenue from only one of the seven types of forest exploitation - timber production. "That is why a clear, impartial and transparent price policy in the timber sector is a strategic target of vital importance",Valery Roschupkin, Head of the Federal Agency of Forestry of the Russian Federation, is assured.
- Mr. Roschupkin, could you speak of the current situation in the sector? What is the dynamics of the timber industry development nowadays?
- In spite of significant progress that took place in the timber sector of economy in the last several years, we can't but point out a number of negative factors slowing down the development of the sector. Thus, the efficiency of forest exploration is still low, and the cost price of timber cutting grows. In the developed forests an old model of timber exploration is used, and the amount of trees to be cut in accordance with it is exhausted, whereas other timber resources remain unclaimed. Besides, access to timber resources is complicated because of the undeveloped network of roads in forests, as well as due to the usage of outdated timber cutting technologies. Often there are cases of illegal cutting and breach of cutting rules. The solution of each of the problems is connected with a lot of legislative, institutional and economic questions, but, first of all, we should accentuate the increase of investments into the timber sector of economy, including infrastructure and timber cutting.
- What measures can the state take?
- Firstly, the state should pay special attention to the questions of forest legislation and law-enforcement practice. The innovations envisaged by 199-ФЗ, by the recently approved amendments to the land legislation (172-ФЗ), and by the new issue of the Forest Code define the new quality of forest relations. In particular, the problems of relations between the federal and regional authorities have been solved in a different way. At the same time, forest fund and forestry are kept in the federal property. In the near future, a number of normative and legislative documents will be put into operation, for example, Regulations of opening forest fund areas for free use; Rules of non-cut timber sale in the forests of the Russian Federation; Order of organization and holding of tenders and auctions on timber; Rules of forest fund usage for cutting of secondary timber resources etc.
We believe that an important aspect of forestry image improvement, in particular when it comes to its partner opulence for forest industrial business, is further perfection of the sector's management structure. The Federal Agency of Forestry of the Russian Federation works actively in that direction. A new, more efficient structure of central machinery has been developed; our regional bodies now operate in 81 subject of the RF; the network of the dependent federal unitary enterprises and federal state institutions is improved. The state and economic functions of forestry are being separated off, so that forestry could be restructured, and holders will be in charge of forestry in the area they rent. On the basis of pilot projects to reform forestry as carried out in the subjects of the Russian Federation, the most efficient models of reforms are being chosen. The reforms are aimed at the increase of efficiency of the forestry management by the state. The terms of completing the reformation process in forestry are defined by the level of budget financing, which enables us to give up financing state functions provided by forestry at the expense of its own economical activities.
- What are the main targets set for the state bodies to solve the problems of the timber sector?
- In addition to creating favourable conditions to attract scaled investments to the sector, our main target is to provide reproduction, defense and protection of the forests. Reproduction of forest resources is the most important figure of our activities. Starting from 2005, forest reproduction is wholly financed from the federal budget. Nowadays, growth of the forest fund exceeds reduction because of cutting main forest funds.
We plan to work out a Programme of forest reproduction in 2006-2008. The document should become the basis for forestry transfer to the standards of unexhausting timber cutting. The measures to be taken include optimization of the forest reproduction volumes by methods and technologies according to weather conditions, natural reproduction, transport availability and economic efficiency. In particular, the Programme should solve the problem of selecting rational tree sorts for the long-term perspective, and create the so-called target management, supplying large timber merchants with the timber type they require. Simultaneously, the full package of measures to defend and protect forests is being carried out. It creates the basis for efficient forest exploration in future. The situation with forest fires has improved. Much attention is paid to preventive measures, as well as to technologies of fast fire detection. Starting from 2006, the volume of space and air control for the fire risk regions has significantly increased.
- You have mentioned the problem of illegal cutting. What is the current situation there?
- Since the beginning of the year, much has been done to prevent breach of forest legislation, including illegal timber cutting and, consequently, increasing transparency of timber delivery to domestic and foreign markets. In particular, we have developed a number of measures aimed at supporting different systems of voluntary forest certification and implementation of a proper national system, as well as at creation of a single base of registration and control of timber cutting and transportation, including timber marking, creation of an e-exchange with a necessary registration of all the contracts of purchase and sale of timber resources cut by forestry. Moreover, the Ministry of Internal Affairs of Russia, Federal Service of Technical and Export Control, Federal Security Service, executive power bodies of the most subjects of the Russian Federation take part in carrying out the Interdepartmental plan of measures to fight against illegal cutting and timber turnover. Routes of timber transportation and places where it is processed will be put under control to check its legality and taxes paid.
Besides, I'd like to stress that Russia is an initiator and an active participant of the international Forest Law Enforcement and Governance (FLEG) Process. Illegal timber cutting attracts higher attention of the international community. Russia owns a quarter of the world forest reserve and delivers large amount of, unfortunately, unprocessed timber to foreign markets, which can't but attract special attention to where the timber was taken from. That is why we believe that it is necessary to work out a single international definition of illegal timber turnover, illegal cutting, and to develop principles and methods to fight these negative phenomena. Russia has already suggested concrete actions, concrete steps, firstly, connected with monitoring of Russian forests. The country is a large one: forests occupy two thirds of its territory, so it is impossible to control them by traditional methods used in Europe. That is why, as I said already, we put into operation space and air monitoring of the RF forest resources. The first results show that the work is highly effective. We examined 25 million hectares in the Irkutsk region, in the Arkhangelsk region, in the Krasnoyarsk Territory and in other territories. Serious violations were revealed. Some figures were new even for us.
It is possible to prove facts of violations in the court using the results of monitoring, since the human element is minimally used in the system of control. This year we are going to examine the territory of the Far East: the Amur region, the Khabarovsk and the Primorsk Territories, as well as the Chita region. We will continue to work in the Krasnoyarsk Territory and in the Irkutsk region.
Working in the framework of the FLEG programme, we set the following target: not only the country where trees are illegally cut, but also the state that purchases the illegal timber should be responsible. To reach it, we got in touch with our foreign partners, in particular, China and Finland. A joint working group Russia-Finland is already operating. In August a meeting of a new working group Russia-China is to be held.
- What is the situation with investments in the sector?
- Our partners in the forest industrial sector definitely show some positive change. Regional target Programmes of deep timber processing development are being carried out almost in all the forest resource regions; investments growth and implementation of new processing capacities are registered. For example, in 2001 the total investment volume was USD 150 million, in 2004 it increased to USD 1.4 billion, and in 2005 USD 1.4 billion was invested into the sector. The growth is much more significant than in other sectors of economy, which shows a special attractiveness of the timber sector. However, these volumes are not enough from the point of view of real demands and real potential of the sector. In the near future it is necessary to increase the investments to USD 2 billion, and in the short-term outlook - to USD 4 billion annually.
I believe that to strengthen positive tendencies and to come to a new level of investment activity, it is necessary to solve a number of problems common for us. The most important of them is the problem of inefficient forest exploitation and, respectively, high and non-competitive cost price of timber cutting.
We believe that forest business working under the conditions of long-term rent is to become the main investor into forest exploitation. Here it would be possible to speak of public-private partnership. Its forms can be different, but in any case it should envisage some preferences for a timber merchant, if he participates in the development of infrastructure and forest exploitation technologies. Probably, these preferences should be resources, and the rent should depend on the volume of investment into the spheres.
- Since 2005, the Federal Agency of Forestry of the Russian Federation is responsible for setting rates of forest dues and administrating payments for forest fund usage. What are the main principles of the new scheme of work?
- The previous system of setting rates on standing timber was far from being perfect, so it was necessary to take a number of measures enabling us to set proper market cost of the timber resources. Thus, until recently, the RF Government had a right to set only minimal rates on standing timber, and the subjects of the Russian Federation were empowered to set rates taking into account regional specifics. That is why not investment programmes, but local interests were put to tender. For example, a local official says, "Elections are held tomorrow. It is necessary to purchase ambulance cars, repair a school etc.". A forest user solves the problems and pays minimal price for forest renting. As a result, the budget lacks enormous sums.
Thus, today we must overcome three basic drawbacks of the approach to forest payments existing in Russia. Firstly, the rates and forest dues are set as based on the valuation of very large territorial entities, thus some forest users pay less and the rest pay more than they should. Secondly, minimal rates rarely change: they are indexed only once a year using a single coefficient for all the regions. Thirdly, the rates are not influenced by quality and location of forest resources.
In the project of the new RF Forest Code, the auction approach is used to define the size of the fee for using forest fund areas, besides the starting rates are set by the Government of the Russian Federation.
As for the starting rates on forest areas, the Federal Agency of Forestry of the Russian Federation offered to calculate them using the method of depreciated cost. The price of the forest resource is calculated by subtraction of all the expenses on timber production and sale, including profit of forest user, from the timber produce market price. Simultaneously, the state customs policy should be changed in favour of deep timber processing development on the territory of Russia. In the near future the RF Ministry of Natural Resources will send its proposals concerning amendments to the customs legislation to the RF Ministry of Economic Development and Trade. In other words, transportation of logs from Russia is to become unprofitable business. Everywhere but in Russia money is earned not from "cut-sold" operation, but from timber deep processing. If one cubic meter of timber costs USD 30 when it is carried from Russia, it costs USD 400-500 when it comes back in the form of a finished product.
- What is your opinion on the prospects for foreign capital attraction to the Russian forest industry? Today some deputies offer to introduce amendments, limiting participation of foreign investments in the sphere.
- I do not think that foreign investments should be limited. We can limit the number of areas for forest exploitation for the sake of safety, for example. However, there is no need to limit investments. If an enterprise is a resident on the territory of Russia, pays taxes here, invests into the sector, including deep timber processing, and implements modern technologies, we should not be afraid of it. Look, for example, at the Russian pulp and paper industry, at its waste disposal plants, its equipment. Money is to be invested into it, and we should help to attract investment into the sector.
- Could you comment on the main document of the sector - the Forest Code?
- About 5,600 offers and requests were made to the new edition of the Forest Code. It infringed on different clan interests. Large timber manufacturers have their own opinions on the content of the document. The approaches of small-scale business sometimes do not coincide with them. Ecological public organizations worry about the ecological constituent of the Code.
Our attitude to it is clear: the rules of the game changed; the country is different now, so it needs different forest legislation. Unfortunately, Russia is a raw materials appendage now. That is why we will support offers aimed at the development of deep timber processing. However, forest should not be discussed from the point of view of economy only. It is ecologically important for Russia, as well as for the world community. The new Forest Code follows the idea. There is still some divergence because, for example, there is no law on specially secured territories. The attempt to include the norms on them into the Forest Code is not a correct one. The development of the law on specially secured territories and animal world should be speeded up. The Code should not be overloaded by definitions that must be given in other laws.
On the whole, the project of the Forest Code is fruitful and progressive; however, it has some drawbacks. I hope that when the state Duma forms all the suggestions and criticism, a decision will be made. I believe that everything will be done in a reasonable and civilized way.
Interviewed by TATYANA TOKAREVA
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[DETAIL_TEXT] => Nowadays the total timber revenue of the Russian Federation amounts to RUR 20 billion annually. It is formed from export customs duties (over RUR 13 billion) and forest duties on timber not cut down (about RUR 7 billion). Besides, the state gets over 91% of timber revenue from only one of the seven types of forest exploitation - timber production. "That is why a clear, impartial and transparent price policy in the timber sector is a strategic target of vital importance",Valery Roschupkin, Head of the Federal Agency of Forestry of the Russian Federation, is assured.
- Mr. Roschupkin, could you speak of the current situation in the sector? What is the dynamics of the timber industry development nowadays?
- In spite of significant progress that took place in the timber sector of economy in the last several years, we can't but point out a number of negative factors slowing down the development of the sector. Thus, the efficiency of forest exploration is still low, and the cost price of timber cutting grows. In the developed forests an old model of timber exploration is used, and the amount of trees to be cut in accordance with it is exhausted, whereas other timber resources remain unclaimed. Besides, access to timber resources is complicated because of the undeveloped network of roads in forests, as well as due to the usage of outdated timber cutting technologies. Often there are cases of illegal cutting and breach of cutting rules. The solution of each of the problems is connected with a lot of legislative, institutional and economic questions, but, first of all, we should accentuate the increase of investments into the timber sector of economy, including infrastructure and timber cutting.
- What measures can the state take?
- Firstly, the state should pay special attention to the questions of forest legislation and law-enforcement practice. The innovations envisaged by 199-ФЗ, by the recently approved amendments to the land legislation (172-ФЗ), and by the new issue of the Forest Code define the new quality of forest relations. In particular, the problems of relations between the federal and regional authorities have been solved in a different way. At the same time, forest fund and forestry are kept in the federal property. In the near future, a number of normative and legislative documents will be put into operation, for example, Regulations of opening forest fund areas for free use; Rules of non-cut timber sale in the forests of the Russian Federation; Order of organization and holding of tenders and auctions on timber; Rules of forest fund usage for cutting of secondary timber resources etc.
We believe that an important aspect of forestry image improvement, in particular when it comes to its partner opulence for forest industrial business, is further perfection of the sector's management structure. The Federal Agency of Forestry of the Russian Federation works actively in that direction. A new, more efficient structure of central machinery has been developed; our regional bodies now operate in 81 subject of the RF; the network of the dependent federal unitary enterprises and federal state institutions is improved. The state and economic functions of forestry are being separated off, so that forestry could be restructured, and holders will be in charge of forestry in the area they rent. On the basis of pilot projects to reform forestry as carried out in the subjects of the Russian Federation, the most efficient models of reforms are being chosen. The reforms are aimed at the increase of efficiency of the forestry management by the state. The terms of completing the reformation process in forestry are defined by the level of budget financing, which enables us to give up financing state functions provided by forestry at the expense of its own economical activities.
- What are the main targets set for the state bodies to solve the problems of the timber sector?
- In addition to creating favourable conditions to attract scaled investments to the sector, our main target is to provide reproduction, defense and protection of the forests. Reproduction of forest resources is the most important figure of our activities. Starting from 2005, forest reproduction is wholly financed from the federal budget. Nowadays, growth of the forest fund exceeds reduction because of cutting main forest funds.
We plan to work out a Programme of forest reproduction in 2006-2008. The document should become the basis for forestry transfer to the standards of unexhausting timber cutting. The measures to be taken include optimization of the forest reproduction volumes by methods and technologies according to weather conditions, natural reproduction, transport availability and economic efficiency. In particular, the Programme should solve the problem of selecting rational tree sorts for the long-term perspective, and create the so-called target management, supplying large timber merchants with the timber type they require. Simultaneously, the full package of measures to defend and protect forests is being carried out. It creates the basis for efficient forest exploration in future. The situation with forest fires has improved. Much attention is paid to preventive measures, as well as to technologies of fast fire detection. Starting from 2006, the volume of space and air control for the fire risk regions has significantly increased.
- You have mentioned the problem of illegal cutting. What is the current situation there?
- Since the beginning of the year, much has been done to prevent breach of forest legislation, including illegal timber cutting and, consequently, increasing transparency of timber delivery to domestic and foreign markets. In particular, we have developed a number of measures aimed at supporting different systems of voluntary forest certification and implementation of a proper national system, as well as at creation of a single base of registration and control of timber cutting and transportation, including timber marking, creation of an e-exchange with a necessary registration of all the contracts of purchase and sale of timber resources cut by forestry. Moreover, the Ministry of Internal Affairs of Russia, Federal Service of Technical and Export Control, Federal Security Service, executive power bodies of the most subjects of the Russian Federation take part in carrying out the Interdepartmental plan of measures to fight against illegal cutting and timber turnover. Routes of timber transportation and places where it is processed will be put under control to check its legality and taxes paid.
Besides, I'd like to stress that Russia is an initiator and an active participant of the international Forest Law Enforcement and Governance (FLEG) Process. Illegal timber cutting attracts higher attention of the international community. Russia owns a quarter of the world forest reserve and delivers large amount of, unfortunately, unprocessed timber to foreign markets, which can't but attract special attention to where the timber was taken from. That is why we believe that it is necessary to work out a single international definition of illegal timber turnover, illegal cutting, and to develop principles and methods to fight these negative phenomena. Russia has already suggested concrete actions, concrete steps, firstly, connected with monitoring of Russian forests. The country is a large one: forests occupy two thirds of its territory, so it is impossible to control them by traditional methods used in Europe. That is why, as I said already, we put into operation space and air monitoring of the RF forest resources. The first results show that the work is highly effective. We examined 25 million hectares in the Irkutsk region, in the Arkhangelsk region, in the Krasnoyarsk Territory and in other territories. Serious violations were revealed. Some figures were new even for us.
It is possible to prove facts of violations in the court using the results of monitoring, since the human element is minimally used in the system of control. This year we are going to examine the territory of the Far East: the Amur region, the Khabarovsk and the Primorsk Territories, as well as the Chita region. We will continue to work in the Krasnoyarsk Territory and in the Irkutsk region.
Working in the framework of the FLEG programme, we set the following target: not only the country where trees are illegally cut, but also the state that purchases the illegal timber should be responsible. To reach it, we got in touch with our foreign partners, in particular, China and Finland. A joint working group Russia-Finland is already operating. In August a meeting of a new working group Russia-China is to be held.
- What is the situation with investments in the sector?
- Our partners in the forest industrial sector definitely show some positive change. Regional target Programmes of deep timber processing development are being carried out almost in all the forest resource regions; investments growth and implementation of new processing capacities are registered. For example, in 2001 the total investment volume was USD 150 million, in 2004 it increased to USD 1.4 billion, and in 2005 USD 1.4 billion was invested into the sector. The growth is much more significant than in other sectors of economy, which shows a special attractiveness of the timber sector. However, these volumes are not enough from the point of view of real demands and real potential of the sector. In the near future it is necessary to increase the investments to USD 2 billion, and in the short-term outlook - to USD 4 billion annually.
I believe that to strengthen positive tendencies and to come to a new level of investment activity, it is necessary to solve a number of problems common for us. The most important of them is the problem of inefficient forest exploitation and, respectively, high and non-competitive cost price of timber cutting.
We believe that forest business working under the conditions of long-term rent is to become the main investor into forest exploitation. Here it would be possible to speak of public-private partnership. Its forms can be different, but in any case it should envisage some preferences for a timber merchant, if he participates in the development of infrastructure and forest exploitation technologies. Probably, these preferences should be resources, and the rent should depend on the volume of investment into the spheres.
- Since 2005, the Federal Agency of Forestry of the Russian Federation is responsible for setting rates of forest dues and administrating payments for forest fund usage. What are the main principles of the new scheme of work?
- The previous system of setting rates on standing timber was far from being perfect, so it was necessary to take a number of measures enabling us to set proper market cost of the timber resources. Thus, until recently, the RF Government had a right to set only minimal rates on standing timber, and the subjects of the Russian Federation were empowered to set rates taking into account regional specifics. That is why not investment programmes, but local interests were put to tender. For example, a local official says, "Elections are held tomorrow. It is necessary to purchase ambulance cars, repair a school etc.". A forest user solves the problems and pays minimal price for forest renting. As a result, the budget lacks enormous sums.
Thus, today we must overcome three basic drawbacks of the approach to forest payments existing in Russia. Firstly, the rates and forest dues are set as based on the valuation of very large territorial entities, thus some forest users pay less and the rest pay more than they should. Secondly, minimal rates rarely change: they are indexed only once a year using a single coefficient for all the regions. Thirdly, the rates are not influenced by quality and location of forest resources.
In the project of the new RF Forest Code, the auction approach is used to define the size of the fee for using forest fund areas, besides the starting rates are set by the Government of the Russian Federation.
As for the starting rates on forest areas, the Federal Agency of Forestry of the Russian Federation offered to calculate them using the method of depreciated cost. The price of the forest resource is calculated by subtraction of all the expenses on timber production and sale, including profit of forest user, from the timber produce market price. Simultaneously, the state customs policy should be changed in favour of deep timber processing development on the territory of Russia. In the near future the RF Ministry of Natural Resources will send its proposals concerning amendments to the customs legislation to the RF Ministry of Economic Development and Trade. In other words, transportation of logs from Russia is to become unprofitable business. Everywhere but in Russia money is earned not from "cut-sold" operation, but from timber deep processing. If one cubic meter of timber costs USD 30 when it is carried from Russia, it costs USD 400-500 when it comes back in the form of a finished product.
- What is your opinion on the prospects for foreign capital attraction to the Russian forest industry? Today some deputies offer to introduce amendments, limiting participation of foreign investments in the sphere.
- I do not think that foreign investments should be limited. We can limit the number of areas for forest exploitation for the sake of safety, for example. However, there is no need to limit investments. If an enterprise is a resident on the territory of Russia, pays taxes here, invests into the sector, including deep timber processing, and implements modern technologies, we should not be afraid of it. Look, for example, at the Russian pulp and paper industry, at its waste disposal plants, its equipment. Money is to be invested into it, and we should help to attract investment into the sector.
- Could you comment on the main document of the sector - the Forest Code?
- About 5,600 offers and requests were made to the new edition of the Forest Code. It infringed on different clan interests. Large timber manufacturers have their own opinions on the content of the document. The approaches of small-scale business sometimes do not coincide with them. Ecological public organizations worry about the ecological constituent of the Code.
Our attitude to it is clear: the rules of the game changed; the country is different now, so it needs different forest legislation. Unfortunately, Russia is a raw materials appendage now. That is why we will support offers aimed at the development of deep timber processing. However, forest should not be discussed from the point of view of economy only. It is ecologically important for Russia, as well as for the world community. The new Forest Code follows the idea. There is still some divergence because, for example, there is no law on specially secured territories. The attempt to include the norms on them into the Forest Code is not a correct one. The development of the law on specially secured territories and animal world should be speeded up. The Code should not be overloaded by definitions that must be given in other laws.
On the whole, the project of the Forest Code is fruitful and progressive; however, it has some drawbacks. I hope that when the state Duma forms all the suggestions and criticism, a decision will be made. I believe that everything will be done in a reasonable and civilized way.
Interviewed by TATYANA TOKAREVA
[~DETAIL_TEXT] => Nowadays the total timber revenue of the Russian Federation amounts to RUR 20 billion annually. It is formed from export customs duties (over RUR 13 billion) and forest duties on timber not cut down (about RUR 7 billion). Besides, the state gets over 91% of timber revenue from only one of the seven types of forest exploitation - timber production. "That is why a clear, impartial and transparent price policy in the timber sector is a strategic target of vital importance",Valery Roschupkin, Head of the Federal Agency of Forestry of the Russian Federation, is assured.
- Mr. Roschupkin, could you speak of the current situation in the sector? What is the dynamics of the timber industry development nowadays?
- In spite of significant progress that took place in the timber sector of economy in the last several years, we can't but point out a number of negative factors slowing down the development of the sector. Thus, the efficiency of forest exploration is still low, and the cost price of timber cutting grows. In the developed forests an old model of timber exploration is used, and the amount of trees to be cut in accordance with it is exhausted, whereas other timber resources remain unclaimed. Besides, access to timber resources is complicated because of the undeveloped network of roads in forests, as well as due to the usage of outdated timber cutting technologies. Often there are cases of illegal cutting and breach of cutting rules. The solution of each of the problems is connected with a lot of legislative, institutional and economic questions, but, first of all, we should accentuate the increase of investments into the timber sector of economy, including infrastructure and timber cutting.
- What measures can the state take?
- Firstly, the state should pay special attention to the questions of forest legislation and law-enforcement practice. The innovations envisaged by 199-ФЗ, by the recently approved amendments to the land legislation (172-ФЗ), and by the new issue of the Forest Code define the new quality of forest relations. In particular, the problems of relations between the federal and regional authorities have been solved in a different way. At the same time, forest fund and forestry are kept in the federal property. In the near future, a number of normative and legislative documents will be put into operation, for example, Regulations of opening forest fund areas for free use; Rules of non-cut timber sale in the forests of the Russian Federation; Order of organization and holding of tenders and auctions on timber; Rules of forest fund usage for cutting of secondary timber resources etc.
We believe that an important aspect of forestry image improvement, in particular when it comes to its partner opulence for forest industrial business, is further perfection of the sector's management structure. The Federal Agency of Forestry of the Russian Federation works actively in that direction. A new, more efficient structure of central machinery has been developed; our regional bodies now operate in 81 subject of the RF; the network of the dependent federal unitary enterprises and federal state institutions is improved. The state and economic functions of forestry are being separated off, so that forestry could be restructured, and holders will be in charge of forestry in the area they rent. On the basis of pilot projects to reform forestry as carried out in the subjects of the Russian Federation, the most efficient models of reforms are being chosen. The reforms are aimed at the increase of efficiency of the forestry management by the state. The terms of completing the reformation process in forestry are defined by the level of budget financing, which enables us to give up financing state functions provided by forestry at the expense of its own economical activities.
- What are the main targets set for the state bodies to solve the problems of the timber sector?
- In addition to creating favourable conditions to attract scaled investments to the sector, our main target is to provide reproduction, defense and protection of the forests. Reproduction of forest resources is the most important figure of our activities. Starting from 2005, forest reproduction is wholly financed from the federal budget. Nowadays, growth of the forest fund exceeds reduction because of cutting main forest funds.
We plan to work out a Programme of forest reproduction in 2006-2008. The document should become the basis for forestry transfer to the standards of unexhausting timber cutting. The measures to be taken include optimization of the forest reproduction volumes by methods and technologies according to weather conditions, natural reproduction, transport availability and economic efficiency. In particular, the Programme should solve the problem of selecting rational tree sorts for the long-term perspective, and create the so-called target management, supplying large timber merchants with the timber type they require. Simultaneously, the full package of measures to defend and protect forests is being carried out. It creates the basis for efficient forest exploration in future. The situation with forest fires has improved. Much attention is paid to preventive measures, as well as to technologies of fast fire detection. Starting from 2006, the volume of space and air control for the fire risk regions has significantly increased.
- You have mentioned the problem of illegal cutting. What is the current situation there?
- Since the beginning of the year, much has been done to prevent breach of forest legislation, including illegal timber cutting and, consequently, increasing transparency of timber delivery to domestic and foreign markets. In particular, we have developed a number of measures aimed at supporting different systems of voluntary forest certification and implementation of a proper national system, as well as at creation of a single base of registration and control of timber cutting and transportation, including timber marking, creation of an e-exchange with a necessary registration of all the contracts of purchase and sale of timber resources cut by forestry. Moreover, the Ministry of Internal Affairs of Russia, Federal Service of Technical and Export Control, Federal Security Service, executive power bodies of the most subjects of the Russian Federation take part in carrying out the Interdepartmental plan of measures to fight against illegal cutting and timber turnover. Routes of timber transportation and places where it is processed will be put under control to check its legality and taxes paid.
Besides, I'd like to stress that Russia is an initiator and an active participant of the international Forest Law Enforcement and Governance (FLEG) Process. Illegal timber cutting attracts higher attention of the international community. Russia owns a quarter of the world forest reserve and delivers large amount of, unfortunately, unprocessed timber to foreign markets, which can't but attract special attention to where the timber was taken from. That is why we believe that it is necessary to work out a single international definition of illegal timber turnover, illegal cutting, and to develop principles and methods to fight these negative phenomena. Russia has already suggested concrete actions, concrete steps, firstly, connected with monitoring of Russian forests. The country is a large one: forests occupy two thirds of its territory, so it is impossible to control them by traditional methods used in Europe. That is why, as I said already, we put into operation space and air monitoring of the RF forest resources. The first results show that the work is highly effective. We examined 25 million hectares in the Irkutsk region, in the Arkhangelsk region, in the Krasnoyarsk Territory and in other territories. Serious violations were revealed. Some figures were new even for us.
It is possible to prove facts of violations in the court using the results of monitoring, since the human element is minimally used in the system of control. This year we are going to examine the territory of the Far East: the Amur region, the Khabarovsk and the Primorsk Territories, as well as the Chita region. We will continue to work in the Krasnoyarsk Territory and in the Irkutsk region.
Working in the framework of the FLEG programme, we set the following target: not only the country where trees are illegally cut, but also the state that purchases the illegal timber should be responsible. To reach it, we got in touch with our foreign partners, in particular, China and Finland. A joint working group Russia-Finland is already operating. In August a meeting of a new working group Russia-China is to be held.
- What is the situation with investments in the sector?
- Our partners in the forest industrial sector definitely show some positive change. Regional target Programmes of deep timber processing development are being carried out almost in all the forest resource regions; investments growth and implementation of new processing capacities are registered. For example, in 2001 the total investment volume was USD 150 million, in 2004 it increased to USD 1.4 billion, and in 2005 USD 1.4 billion was invested into the sector. The growth is much more significant than in other sectors of economy, which shows a special attractiveness of the timber sector. However, these volumes are not enough from the point of view of real demands and real potential of the sector. In the near future it is necessary to increase the investments to USD 2 billion, and in the short-term outlook - to USD 4 billion annually.
I believe that to strengthen positive tendencies and to come to a new level of investment activity, it is necessary to solve a number of problems common for us. The most important of them is the problem of inefficient forest exploitation and, respectively, high and non-competitive cost price of timber cutting.
We believe that forest business working under the conditions of long-term rent is to become the main investor into forest exploitation. Here it would be possible to speak of public-private partnership. Its forms can be different, but in any case it should envisage some preferences for a timber merchant, if he participates in the development of infrastructure and forest exploitation technologies. Probably, these preferences should be resources, and the rent should depend on the volume of investment into the spheres.
- Since 2005, the Federal Agency of Forestry of the Russian Federation is responsible for setting rates of forest dues and administrating payments for forest fund usage. What are the main principles of the new scheme of work?
- The previous system of setting rates on standing timber was far from being perfect, so it was necessary to take a number of measures enabling us to set proper market cost of the timber resources. Thus, until recently, the RF Government had a right to set only minimal rates on standing timber, and the subjects of the Russian Federation were empowered to set rates taking into account regional specifics. That is why not investment programmes, but local interests were put to tender. For example, a local official says, "Elections are held tomorrow. It is necessary to purchase ambulance cars, repair a school etc.". A forest user solves the problems and pays minimal price for forest renting. As a result, the budget lacks enormous sums.
Thus, today we must overcome three basic drawbacks of the approach to forest payments existing in Russia. Firstly, the rates and forest dues are set as based on the valuation of very large territorial entities, thus some forest users pay less and the rest pay more than they should. Secondly, minimal rates rarely change: they are indexed only once a year using a single coefficient for all the regions. Thirdly, the rates are not influenced by quality and location of forest resources.
In the project of the new RF Forest Code, the auction approach is used to define the size of the fee for using forest fund areas, besides the starting rates are set by the Government of the Russian Federation.
As for the starting rates on forest areas, the Federal Agency of Forestry of the Russian Federation offered to calculate them using the method of depreciated cost. The price of the forest resource is calculated by subtraction of all the expenses on timber production and sale, including profit of forest user, from the timber produce market price. Simultaneously, the state customs policy should be changed in favour of deep timber processing development on the territory of Russia. In the near future the RF Ministry of Natural Resources will send its proposals concerning amendments to the customs legislation to the RF Ministry of Economic Development and Trade. In other words, transportation of logs from Russia is to become unprofitable business. Everywhere but in Russia money is earned not from "cut-sold" operation, but from timber deep processing. If one cubic meter of timber costs USD 30 when it is carried from Russia, it costs USD 400-500 when it comes back in the form of a finished product.
- What is your opinion on the prospects for foreign capital attraction to the Russian forest industry? Today some deputies offer to introduce amendments, limiting participation of foreign investments in the sphere.
- I do not think that foreign investments should be limited. We can limit the number of areas for forest exploitation for the sake of safety, for example. However, there is no need to limit investments. If an enterprise is a resident on the territory of Russia, pays taxes here, invests into the sector, including deep timber processing, and implements modern technologies, we should not be afraid of it. Look, for example, at the Russian pulp and paper industry, at its waste disposal plants, its equipment. Money is to be invested into it, and we should help to attract investment into the sector.
- Could you comment on the main document of the sector - the Forest Code?
- About 5,600 offers and requests were made to the new edition of the Forest Code. It infringed on different clan interests. Large timber manufacturers have their own opinions on the content of the document. The approaches of small-scale business sometimes do not coincide with them. Ecological public organizations worry about the ecological constituent of the Code.
Our attitude to it is clear: the rules of the game changed; the country is different now, so it needs different forest legislation. Unfortunately, Russia is a raw materials appendage now. That is why we will support offers aimed at the development of deep timber processing. However, forest should not be discussed from the point of view of economy only. It is ecologically important for Russia, as well as for the world community. The new Forest Code follows the idea. There is still some divergence because, for example, there is no law on specially secured territories. The attempt to include the norms on them into the Forest Code is not a correct one. The development of the law on specially secured territories and animal world should be speeded up. The Code should not be overloaded by definitions that must be given in other laws.
On the whole, the project of the Forest Code is fruitful and progressive; however, it has some drawbacks. I hope that when the state Duma forms all the suggestions and criticism, a decision will be made. I believe that everything will be done in a reasonable and civilized way.
Interviewed by TATYANA TOKAREVA
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Without Legislative Basis, There Can Be neither Policy nor Strategy
The lack of national forest policy defining the priorities of development for the most competitive and profitable types of timber and paper products, on the one hand, and meeting all the ecological and social requirements, on the other, leads to inefficient use of country's enormous forest resources potential. According to experts, less than a quarter of the rated wood-cutting area is developed in Russia. Since 1990, timber harvest has reduced from 304 million cubic meters to 105 million cubic meters. As a result, the specific figure of timber output from one hectare is only 0.21 cubic meters in Russia, while in developed forest industrial countries the figure amounts to 2.5-3.5 cubic meters. During this period, the production of industrial timber reduced threefold, the production of saw timber fell by 4.2 times, and the produce of pulp and paper industry decreased by 1.5 times. The following conclusion seems to emerge: the Russian forest sector runs out of its reserve of production growth, and there is direct evidence of system depression. The state lacks a clear forest policy, thus, one of the most important problems is imperfect forest legislation and its basis - the RF Forest Code.
Its statements contain redundant administrative regulation of forest usage. The distribution procedure of forest for exploitation is not democratic or transparent. The forest sector is underfinanced; however, the current Code lacks mechanisms of private investments attraction to create infrastructure and develop new raw material bases. Moreover, there is a risk that the rules of forest auctions envisaged by the Code will give an opportunity to sell the best areas of the fund with developed infrastructure to non-profile one-day companies. That is why all the players of forest industry are looking forward to a new edition of the Forest Code, which has been drafted for more than three years. The problems of its final version are clear. There is a paradox: on the one hand, the problem of illegal timber cutting is acute for the Russian forest industry, on the other hand, many traditional limitations for forest exploitation should be abolished to attract investments and to create conditions for long-term work of large holding companies.
Thus, the institution of private property for forest is implemented in the project of the Forest Code. It envisages that forest areas will be distributed from the forest fund in accordance with land laws and civil legislation. So, there will be a risk that enormous forest areas will be given to private companies without taking into account interests of local inhabitants, which will provoke social tension in populated forest regions of Russia. At the same time, the only way of giving forest areas out for rent, i.e. auctions, will lead to a large-scale redistribution of property in the forest industrial sector. At an auction, forest is not a frail ecosystem, including animal and plant life: it is just an article of trade, since the only criterion of victory at an auction is money. So, there are risks that work in accordance with the scheme will lead to a reduction of forest exploitation volumes, to irregular timber delivery to large timber processing enterprises, and to system crisis in the sector via destruction of national forest industrial corporations built in accordance with the technological principle. New born forest monopolies will get an opportunity to build unlimited amount of cottages in forests around cities, and to dictate prices for such socially important goods as wooden houses, furniture and paper. To solve the arising problems, the forest subcommittee of the Natural Resources Committee of the State Duma was established. The members of the subcommittee suggest that forest areas should be state owned, since the world experience shows that the efficiency of forest management and forest business does not depend directly on the form of property on forest. In Europe, for example, less than a half of forest areas is private. The share of public forests varies from 15% in Iceland to 99% in Turkey. 94% and 39% of forests are public in Canada and the USA respectively. However, the efficiency of forest exploitation and forest regeneration is almost the same in the countries occupying leading positions at the international timber market.
At the same time, specialists from the subcommittee believe that the order of giving areas of the forest fund out for rent should envisage auctions where participants have passed a preliminary qualification selection. Preference should be given to those lessees who have timber-harvesting capacities and equipment for deep timber processing, i.e. are experienced in forest areas development and rational usage. There is a different classification for types of rent. It is suggested that rent for the period from one to six or seven years without forestry management should be considered short-term. At the same time rent for the period from seven to 25 years with forestry management should be considered long-term, and it should be allowed to prolong it by five years if all the liabilities mentioned in the contract have been observed. Such rent is successfully used in Canada. It is reasonable to form fee rates per unit of forest resource in accordance with rent principle, i.e. the quality of resources, their location and the conditions of cutting and production of final product should be taken into consideration. The state must be an effective owner, actively managing the forest revenue not only by selling timber at market prices, taking into account demand and supply, but also by forming the policy of its usage in the sectors, where it would be most effective.
Moreover, this edition of the Forest Code envisages priority for giving the forest fund away for rent to those enterprises that use deep timber processing and have an opportunity to attract contracting agencies to hold work mentioned in the rent contract. The statements regulating development and financing of road infrastructure in the forest fund are also very important. For example, if a forest user has invested a lot into the construction of roads and other infrastructure to transport timber, the new edition of the Code envisages compensation for investment expenses, if the forest areas developed by the lessee are given to another forest user.
At the same time, the experts of the Federal Agency of Forestry of the Russian Federation believe that forest usage should not be strictly limited. Referring to the world experience, they say that in the countries with traditionally tight ecological standards (Canada, the USA, Sweden and Finland) from 90% to 98% of forest fund areas are exploited. And the prohibitions concern only forest reserves and other specially secured nature territories. Meanwhile, in Russia only 42% of forests are allowed to be exploited. Prohibitions to cut major timber harvest applies to forest reserves, national parks, forests of the first group, as well as to a significant part of the forests of the second and the third groups. If the excessive and unreasonable limitations are kept (first of all, they are set by regional authorities), about 20 billion cubic meters, i.e. over 45% of the total volume of adult and overmature wood will not be used.
We can only hope that lawmakers will come to a reasonable compromise to create favourable conditions for the development of the sector. A forest user should not only exploit forestry to gain some profit, but he should be responsible for forest renewal, since he would be interested in developing the forestry (and also commercial) advantages of the rented areas. He should make a reasonable choice between massive or selective cuttings, as well as between various schemes of forest renewal.
Targets of Top-Priority
If a forest user is provided with profitable conditions for forestry exploitation for a long period of time and is fully responsible for it, it will help to solve many current problems of the sector.
One of the main targets is development of road network for timber transportation. The present-day Russian road network for timber transportation is much shorter than in other countries. There is only 1.2 kilometers of roads per one thousand hectares of forest area, which is tenfold and sometimes even fortyfold less than in Europe and in North America. The network should be actively developed to attract additional volumes to timber turnover. For the first time in the recent years the budget of 2006 envisages allocation of RUR 500 million to reach the target. However, the experts of the Federal Agency of Forestry of the Russian Federation believe that it is only the first step. The increase of major timber cutting to 250 million cubic meters annually (while currently we produce about 180 million cubic meters per annum) envisages a stage-by-stage construction of 7.6 thousand kilometers of new roads, which will cost over RUR 11 billion. This problem will be solved in the framework of respective target programmes, and private capital will be attracted. The rise of the amount of efficient forest owners will help to solve the problem of illegal cutting and technical re-equipment of the sector. According to the results of 2005, over 77 million hectares of forest fund was rented by forest users. The share of areas rented for more than 10 years amounted to 51%. For the sake of comparison: in 2004 the figure was 46%, and in 2005 it amounted to 36% only.
At the same time, analysts mark that the lessees, belonging to vertically integrated structures, formed on the basis of the largest forest industrial enterprises, work in a much more stable and efficient way. A stable resource base available for ten and more years enables them to carry out an active investment policy, which is proved by the increasing figures of timber processing. Taking into account the Government's policy aiming to increase rented territories, this tendency will be kept in the near future. Besides, the main criteria of access to resources are the existence of well-prepared and feasible investment projects and the availability of private capacities to process timber.
On the whole, even today it is clear that the chosen policy is correct. Analysts believe that the year of 2005 was difficult for the country's forest sector. Changes of legislation, reforms in the sector, hot fire risk season and current problems made the difficult work of the enterprises even more complicated. However, the statistics show that they coped with the tasks set and obtained high results.
Last year, the total revenue of forestry amounted to RUR 28.1 billion, 18% up year-on-year. Simultaneously, the calculated timber-cutting area grew from 519 million cubic meters in 2004 to 527 million cubic meters in 2005, and its usage increased to 23%, i.e. major cutting volume increased to 120 million cubic meters, 5.5 million cubic meters up year-on-year. Experts say that it was the first time when such a growth took place in the latest period. In 2005 the total volume of investments into the forest industry grew to RUR 39 billion (RUR 31.1 billion was invested in 2004). The RF Ministry of Industry and Energy believes that the investment growth is connected with last year's reduction of import customs duties rates on equipment for timber processing and pulp and paper industries, which stimulated foreign capital inflow.
At the same time, volumes of deep timber processing increased, which can be attributed to the abolishment of export duties on timber production, in particular pulp, and putting new capacities into operation. As a result, export grew by USD 2 billion year-on-year to USD 9 billion.
Finally, the index of timber and paper products production in 2005 made 105% in comparison with the year of 2004, specialists of the Ministry of Industry and Energy reported. The output of timber and paper products grew due to the increase of veneer production (+13%), wood-based panels (+10%) and cardboard (+5%). Besides, last year some large objects for deep timber processing were put into operation. Taking into account that the Ministry of Industry and Energy is developing a Federal Target Programme to develop deep timber processing capacities and new forestlands until 2015, and the State Duma promised to complete the Forest Code, there is a hope that in the near future the forest industrial sector of the Russian Federation will get a powerful impulse for long-term development.
TATYANA TOKAREVA
[~DETAIL_TEXT] =>
Without Legislative Basis, There Can Be neither Policy nor Strategy
The lack of national forest policy defining the priorities of development for the most competitive and profitable types of timber and paper products, on the one hand, and meeting all the ecological and social requirements, on the other, leads to inefficient use of country's enormous forest resources potential. According to experts, less than a quarter of the rated wood-cutting area is developed in Russia. Since 1990, timber harvest has reduced from 304 million cubic meters to 105 million cubic meters. As a result, the specific figure of timber output from one hectare is only 0.21 cubic meters in Russia, while in developed forest industrial countries the figure amounts to 2.5-3.5 cubic meters. During this period, the production of industrial timber reduced threefold, the production of saw timber fell by 4.2 times, and the produce of pulp and paper industry decreased by 1.5 times. The following conclusion seems to emerge: the Russian forest sector runs out of its reserve of production growth, and there is direct evidence of system depression. The state lacks a clear forest policy, thus, one of the most important problems is imperfect forest legislation and its basis - the RF Forest Code.
Its statements contain redundant administrative regulation of forest usage. The distribution procedure of forest for exploitation is not democratic or transparent. The forest sector is underfinanced; however, the current Code lacks mechanisms of private investments attraction to create infrastructure and develop new raw material bases. Moreover, there is a risk that the rules of forest auctions envisaged by the Code will give an opportunity to sell the best areas of the fund with developed infrastructure to non-profile one-day companies. That is why all the players of forest industry are looking forward to a new edition of the Forest Code, which has been drafted for more than three years. The problems of its final version are clear. There is a paradox: on the one hand, the problem of illegal timber cutting is acute for the Russian forest industry, on the other hand, many traditional limitations for forest exploitation should be abolished to attract investments and to create conditions for long-term work of large holding companies.
Thus, the institution of private property for forest is implemented in the project of the Forest Code. It envisages that forest areas will be distributed from the forest fund in accordance with land laws and civil legislation. So, there will be a risk that enormous forest areas will be given to private companies without taking into account interests of local inhabitants, which will provoke social tension in populated forest regions of Russia. At the same time, the only way of giving forest areas out for rent, i.e. auctions, will lead to a large-scale redistribution of property in the forest industrial sector. At an auction, forest is not a frail ecosystem, including animal and plant life: it is just an article of trade, since the only criterion of victory at an auction is money. So, there are risks that work in accordance with the scheme will lead to a reduction of forest exploitation volumes, to irregular timber delivery to large timber processing enterprises, and to system crisis in the sector via destruction of national forest industrial corporations built in accordance with the technological principle. New born forest monopolies will get an opportunity to build unlimited amount of cottages in forests around cities, and to dictate prices for such socially important goods as wooden houses, furniture and paper. To solve the arising problems, the forest subcommittee of the Natural Resources Committee of the State Duma was established. The members of the subcommittee suggest that forest areas should be state owned, since the world experience shows that the efficiency of forest management and forest business does not depend directly on the form of property on forest. In Europe, for example, less than a half of forest areas is private. The share of public forests varies from 15% in Iceland to 99% in Turkey. 94% and 39% of forests are public in Canada and the USA respectively. However, the efficiency of forest exploitation and forest regeneration is almost the same in the countries occupying leading positions at the international timber market.
At the same time, specialists from the subcommittee believe that the order of giving areas of the forest fund out for rent should envisage auctions where participants have passed a preliminary qualification selection. Preference should be given to those lessees who have timber-harvesting capacities and equipment for deep timber processing, i.e. are experienced in forest areas development and rational usage. There is a different classification for types of rent. It is suggested that rent for the period from one to six or seven years without forestry management should be considered short-term. At the same time rent for the period from seven to 25 years with forestry management should be considered long-term, and it should be allowed to prolong it by five years if all the liabilities mentioned in the contract have been observed. Such rent is successfully used in Canada. It is reasonable to form fee rates per unit of forest resource in accordance with rent principle, i.e. the quality of resources, their location and the conditions of cutting and production of final product should be taken into consideration. The state must be an effective owner, actively managing the forest revenue not only by selling timber at market prices, taking into account demand and supply, but also by forming the policy of its usage in the sectors, where it would be most effective.
Moreover, this edition of the Forest Code envisages priority for giving the forest fund away for rent to those enterprises that use deep timber processing and have an opportunity to attract contracting agencies to hold work mentioned in the rent contract. The statements regulating development and financing of road infrastructure in the forest fund are also very important. For example, if a forest user has invested a lot into the construction of roads and other infrastructure to transport timber, the new edition of the Code envisages compensation for investment expenses, if the forest areas developed by the lessee are given to another forest user.
At the same time, the experts of the Federal Agency of Forestry of the Russian Federation believe that forest usage should not be strictly limited. Referring to the world experience, they say that in the countries with traditionally tight ecological standards (Canada, the USA, Sweden and Finland) from 90% to 98% of forest fund areas are exploited. And the prohibitions concern only forest reserves and other specially secured nature territories. Meanwhile, in Russia only 42% of forests are allowed to be exploited. Prohibitions to cut major timber harvest applies to forest reserves, national parks, forests of the first group, as well as to a significant part of the forests of the second and the third groups. If the excessive and unreasonable limitations are kept (first of all, they are set by regional authorities), about 20 billion cubic meters, i.e. over 45% of the total volume of adult and overmature wood will not be used.
We can only hope that lawmakers will come to a reasonable compromise to create favourable conditions for the development of the sector. A forest user should not only exploit forestry to gain some profit, but he should be responsible for forest renewal, since he would be interested in developing the forestry (and also commercial) advantages of the rented areas. He should make a reasonable choice between massive or selective cuttings, as well as between various schemes of forest renewal.
Targets of Top-Priority
If a forest user is provided with profitable conditions for forestry exploitation for a long period of time and is fully responsible for it, it will help to solve many current problems of the sector.
One of the main targets is development of road network for timber transportation. The present-day Russian road network for timber transportation is much shorter than in other countries. There is only 1.2 kilometers of roads per one thousand hectares of forest area, which is tenfold and sometimes even fortyfold less than in Europe and in North America. The network should be actively developed to attract additional volumes to timber turnover. For the first time in the recent years the budget of 2006 envisages allocation of RUR 500 million to reach the target. However, the experts of the Federal Agency of Forestry of the Russian Federation believe that it is only the first step. The increase of major timber cutting to 250 million cubic meters annually (while currently we produce about 180 million cubic meters per annum) envisages a stage-by-stage construction of 7.6 thousand kilometers of new roads, which will cost over RUR 11 billion. This problem will be solved in the framework of respective target programmes, and private capital will be attracted. The rise of the amount of efficient forest owners will help to solve the problem of illegal cutting and technical re-equipment of the sector. According to the results of 2005, over 77 million hectares of forest fund was rented by forest users. The share of areas rented for more than 10 years amounted to 51%. For the sake of comparison: in 2004 the figure was 46%, and in 2005 it amounted to 36% only.
At the same time, analysts mark that the lessees, belonging to vertically integrated structures, formed on the basis of the largest forest industrial enterprises, work in a much more stable and efficient way. A stable resource base available for ten and more years enables them to carry out an active investment policy, which is proved by the increasing figures of timber processing. Taking into account the Government's policy aiming to increase rented territories, this tendency will be kept in the near future. Besides, the main criteria of access to resources are the existence of well-prepared and feasible investment projects and the availability of private capacities to process timber.
On the whole, even today it is clear that the chosen policy is correct. Analysts believe that the year of 2005 was difficult for the country's forest sector. Changes of legislation, reforms in the sector, hot fire risk season and current problems made the difficult work of the enterprises even more complicated. However, the statistics show that they coped with the tasks set and obtained high results.
Last year, the total revenue of forestry amounted to RUR 28.1 billion, 18% up year-on-year. Simultaneously, the calculated timber-cutting area grew from 519 million cubic meters in 2004 to 527 million cubic meters in 2005, and its usage increased to 23%, i.e. major cutting volume increased to 120 million cubic meters, 5.5 million cubic meters up year-on-year. Experts say that it was the first time when such a growth took place in the latest period. In 2005 the total volume of investments into the forest industry grew to RUR 39 billion (RUR 31.1 billion was invested in 2004). The RF Ministry of Industry and Energy believes that the investment growth is connected with last year's reduction of import customs duties rates on equipment for timber processing and pulp and paper industries, which stimulated foreign capital inflow.
At the same time, volumes of deep timber processing increased, which can be attributed to the abolishment of export duties on timber production, in particular pulp, and putting new capacities into operation. As a result, export grew by USD 2 billion year-on-year to USD 9 billion.
Finally, the index of timber and paper products production in 2005 made 105% in comparison with the year of 2004, specialists of the Ministry of Industry and Energy reported. The output of timber and paper products grew due to the increase of veneer production (+13%), wood-based panels (+10%) and cardboard (+5%). Besides, last year some large objects for deep timber processing were put into operation. Taking into account that the Ministry of Industry and Energy is developing a Federal Target Programme to develop deep timber processing capacities and new forestlands until 2015, and the State Duma promised to complete the Forest Code, there is a hope that in the near future the forest industrial sector of the Russian Federation will get a powerful impulse for long-term development.
TATYANA TOKAREVA
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[SECTION_META_DESCRIPTION] => Russian forest sector shivers with fever because the Government cannot set clear and stable rules for it in the conditions of the market economy. Passing of a new edition of the Forest Code is to solve all the problems. However, the idea of the new edition has been put on hold for several years. Nowadays the State Duma of the Russian Federationis discussing the 28th version of the Forest Code.<BR>
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[DETAIL_TEXT] =>
Without Legislative Basis, There Can Be neither Policy nor Strategy
The lack of national forest policy defining the priorities of development for the most competitive and profitable types of timber and paper products, on the one hand, and meeting all the ecological and social requirements, on the other, leads to inefficient use of country's enormous forest resources potential. According to experts, less than a quarter of the rated wood-cutting area is developed in Russia. Since 1990, timber harvest has reduced from 304 million cubic meters to 105 million cubic meters. As a result, the specific figure of timber output from one hectare is only 0.21 cubic meters in Russia, while in developed forest industrial countries the figure amounts to 2.5-3.5 cubic meters. During this period, the production of industrial timber reduced threefold, the production of saw timber fell by 4.2 times, and the produce of pulp and paper industry decreased by 1.5 times. The following conclusion seems to emerge: the Russian forest sector runs out of its reserve of production growth, and there is direct evidence of system depression. The state lacks a clear forest policy, thus, one of the most important problems is imperfect forest legislation and its basis - the RF Forest Code.
Its statements contain redundant administrative regulation of forest usage. The distribution procedure of forest for exploitation is not democratic or transparent. The forest sector is underfinanced; however, the current Code lacks mechanisms of private investments attraction to create infrastructure and develop new raw material bases. Moreover, there is a risk that the rules of forest auctions envisaged by the Code will give an opportunity to sell the best areas of the fund with developed infrastructure to non-profile one-day companies. That is why all the players of forest industry are looking forward to a new edition of the Forest Code, which has been drafted for more than three years. The problems of its final version are clear. There is a paradox: on the one hand, the problem of illegal timber cutting is acute for the Russian forest industry, on the other hand, many traditional limitations for forest exploitation should be abolished to attract investments and to create conditions for long-term work of large holding companies.
Thus, the institution of private property for forest is implemented in the project of the Forest Code. It envisages that forest areas will be distributed from the forest fund in accordance with land laws and civil legislation. So, there will be a risk that enormous forest areas will be given to private companies without taking into account interests of local inhabitants, which will provoke social tension in populated forest regions of Russia. At the same time, the only way of giving forest areas out for rent, i.e. auctions, will lead to a large-scale redistribution of property in the forest industrial sector. At an auction, forest is not a frail ecosystem, including animal and plant life: it is just an article of trade, since the only criterion of victory at an auction is money. So, there are risks that work in accordance with the scheme will lead to a reduction of forest exploitation volumes, to irregular timber delivery to large timber processing enterprises, and to system crisis in the sector via destruction of national forest industrial corporations built in accordance with the technological principle. New born forest monopolies will get an opportunity to build unlimited amount of cottages in forests around cities, and to dictate prices for such socially important goods as wooden houses, furniture and paper. To solve the arising problems, the forest subcommittee of the Natural Resources Committee of the State Duma was established. The members of the subcommittee suggest that forest areas should be state owned, since the world experience shows that the efficiency of forest management and forest business does not depend directly on the form of property on forest. In Europe, for example, less than a half of forest areas is private. The share of public forests varies from 15% in Iceland to 99% in Turkey. 94% and 39% of forests are public in Canada and the USA respectively. However, the efficiency of forest exploitation and forest regeneration is almost the same in the countries occupying leading positions at the international timber market.
At the same time, specialists from the subcommittee believe that the order of giving areas of the forest fund out for rent should envisage auctions where participants have passed a preliminary qualification selection. Preference should be given to those lessees who have timber-harvesting capacities and equipment for deep timber processing, i.e. are experienced in forest areas development and rational usage. There is a different classification for types of rent. It is suggested that rent for the period from one to six or seven years without forestry management should be considered short-term. At the same time rent for the period from seven to 25 years with forestry management should be considered long-term, and it should be allowed to prolong it by five years if all the liabilities mentioned in the contract have been observed. Such rent is successfully used in Canada. It is reasonable to form fee rates per unit of forest resource in accordance with rent principle, i.e. the quality of resources, their location and the conditions of cutting and production of final product should be taken into consideration. The state must be an effective owner, actively managing the forest revenue not only by selling timber at market prices, taking into account demand and supply, but also by forming the policy of its usage in the sectors, where it would be most effective.
Moreover, this edition of the Forest Code envisages priority for giving the forest fund away for rent to those enterprises that use deep timber processing and have an opportunity to attract contracting agencies to hold work mentioned in the rent contract. The statements regulating development and financing of road infrastructure in the forest fund are also very important. For example, if a forest user has invested a lot into the construction of roads and other infrastructure to transport timber, the new edition of the Code envisages compensation for investment expenses, if the forest areas developed by the lessee are given to another forest user.
At the same time, the experts of the Federal Agency of Forestry of the Russian Federation believe that forest usage should not be strictly limited. Referring to the world experience, they say that in the countries with traditionally tight ecological standards (Canada, the USA, Sweden and Finland) from 90% to 98% of forest fund areas are exploited. And the prohibitions concern only forest reserves and other specially secured nature territories. Meanwhile, in Russia only 42% of forests are allowed to be exploited. Prohibitions to cut major timber harvest applies to forest reserves, national parks, forests of the first group, as well as to a significant part of the forests of the second and the third groups. If the excessive and unreasonable limitations are kept (first of all, they are set by regional authorities), about 20 billion cubic meters, i.e. over 45% of the total volume of adult and overmature wood will not be used.
We can only hope that lawmakers will come to a reasonable compromise to create favourable conditions for the development of the sector. A forest user should not only exploit forestry to gain some profit, but he should be responsible for forest renewal, since he would be interested in developing the forestry (and also commercial) advantages of the rented areas. He should make a reasonable choice between massive or selective cuttings, as well as between various schemes of forest renewal.
Targets of Top-Priority
If a forest user is provided with profitable conditions for forestry exploitation for a long period of time and is fully responsible for it, it will help to solve many current problems of the sector.
One of the main targets is development of road network for timber transportation. The present-day Russian road network for timber transportation is much shorter than in other countries. There is only 1.2 kilometers of roads per one thousand hectares of forest area, which is tenfold and sometimes even fortyfold less than in Europe and in North America. The network should be actively developed to attract additional volumes to timber turnover. For the first time in the recent years the budget of 2006 envisages allocation of RUR 500 million to reach the target. However, the experts of the Federal Agency of Forestry of the Russian Federation believe that it is only the first step. The increase of major timber cutting to 250 million cubic meters annually (while currently we produce about 180 million cubic meters per annum) envisages a stage-by-stage construction of 7.6 thousand kilometers of new roads, which will cost over RUR 11 billion. This problem will be solved in the framework of respective target programmes, and private capital will be attracted. The rise of the amount of efficient forest owners will help to solve the problem of illegal cutting and technical re-equipment of the sector. According to the results of 2005, over 77 million hectares of forest fund was rented by forest users. The share of areas rented for more than 10 years amounted to 51%. For the sake of comparison: in 2004 the figure was 46%, and in 2005 it amounted to 36% only.
At the same time, analysts mark that the lessees, belonging to vertically integrated structures, formed on the basis of the largest forest industrial enterprises, work in a much more stable and efficient way. A stable resource base available for ten and more years enables them to carry out an active investment policy, which is proved by the increasing figures of timber processing. Taking into account the Government's policy aiming to increase rented territories, this tendency will be kept in the near future. Besides, the main criteria of access to resources are the existence of well-prepared and feasible investment projects and the availability of private capacities to process timber.
On the whole, even today it is clear that the chosen policy is correct. Analysts believe that the year of 2005 was difficult for the country's forest sector. Changes of legislation, reforms in the sector, hot fire risk season and current problems made the difficult work of the enterprises even more complicated. However, the statistics show that they coped with the tasks set and obtained high results.
Last year, the total revenue of forestry amounted to RUR 28.1 billion, 18% up year-on-year. Simultaneously, the calculated timber-cutting area grew from 519 million cubic meters in 2004 to 527 million cubic meters in 2005, and its usage increased to 23%, i.e. major cutting volume increased to 120 million cubic meters, 5.5 million cubic meters up year-on-year. Experts say that it was the first time when such a growth took place in the latest period. In 2005 the total volume of investments into the forest industry grew to RUR 39 billion (RUR 31.1 billion was invested in 2004). The RF Ministry of Industry and Energy believes that the investment growth is connected with last year's reduction of import customs duties rates on equipment for timber processing and pulp and paper industries, which stimulated foreign capital inflow.
At the same time, volumes of deep timber processing increased, which can be attributed to the abolishment of export duties on timber production, in particular pulp, and putting new capacities into operation. As a result, export grew by USD 2 billion year-on-year to USD 9 billion.
Finally, the index of timber and paper products production in 2005 made 105% in comparison with the year of 2004, specialists of the Ministry of Industry and Energy reported. The output of timber and paper products grew due to the increase of veneer production (+13%), wood-based panels (+10%) and cardboard (+5%). Besides, last year some large objects for deep timber processing were put into operation. Taking into account that the Ministry of Industry and Energy is developing a Federal Target Programme to develop deep timber processing capacities and new forestlands until 2015, and the State Duma promised to complete the Forest Code, there is a hope that in the near future the forest industrial sector of the Russian Federation will get a powerful impulse for long-term development.
TATYANA TOKAREVA
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Without Legislative Basis, There Can Be neither Policy nor Strategy
The lack of national forest policy defining the priorities of development for the most competitive and profitable types of timber and paper products, on the one hand, and meeting all the ecological and social requirements, on the other, leads to inefficient use of country's enormous forest resources potential. According to experts, less than a quarter of the rated wood-cutting area is developed in Russia. Since 1990, timber harvest has reduced from 304 million cubic meters to 105 million cubic meters. As a result, the specific figure of timber output from one hectare is only 0.21 cubic meters in Russia, while in developed forest industrial countries the figure amounts to 2.5-3.5 cubic meters. During this period, the production of industrial timber reduced threefold, the production of saw timber fell by 4.2 times, and the produce of pulp and paper industry decreased by 1.5 times. The following conclusion seems to emerge: the Russian forest sector runs out of its reserve of production growth, and there is direct evidence of system depression. The state lacks a clear forest policy, thus, one of the most important problems is imperfect forest legislation and its basis - the RF Forest Code.
Its statements contain redundant administrative regulation of forest usage. The distribution procedure of forest for exploitation is not democratic or transparent. The forest sector is underfinanced; however, the current Code lacks mechanisms of private investments attraction to create infrastructure and develop new raw material bases. Moreover, there is a risk that the rules of forest auctions envisaged by the Code will give an opportunity to sell the best areas of the fund with developed infrastructure to non-profile one-day companies. That is why all the players of forest industry are looking forward to a new edition of the Forest Code, which has been drafted for more than three years. The problems of its final version are clear. There is a paradox: on the one hand, the problem of illegal timber cutting is acute for the Russian forest industry, on the other hand, many traditional limitations for forest exploitation should be abolished to attract investments and to create conditions for long-term work of large holding companies.
Thus, the institution of private property for forest is implemented in the project of the Forest Code. It envisages that forest areas will be distributed from the forest fund in accordance with land laws and civil legislation. So, there will be a risk that enormous forest areas will be given to private companies without taking into account interests of local inhabitants, which will provoke social tension in populated forest regions of Russia. At the same time, the only way of giving forest areas out for rent, i.e. auctions, will lead to a large-scale redistribution of property in the forest industrial sector. At an auction, forest is not a frail ecosystem, including animal and plant life: it is just an article of trade, since the only criterion of victory at an auction is money. So, there are risks that work in accordance with the scheme will lead to a reduction of forest exploitation volumes, to irregular timber delivery to large timber processing enterprises, and to system crisis in the sector via destruction of national forest industrial corporations built in accordance with the technological principle. New born forest monopolies will get an opportunity to build unlimited amount of cottages in forests around cities, and to dictate prices for such socially important goods as wooden houses, furniture and paper. To solve the arising problems, the forest subcommittee of the Natural Resources Committee of the State Duma was established. The members of the subcommittee suggest that forest areas should be state owned, since the world experience shows that the efficiency of forest management and forest business does not depend directly on the form of property on forest. In Europe, for example, less than a half of forest areas is private. The share of public forests varies from 15% in Iceland to 99% in Turkey. 94% and 39% of forests are public in Canada and the USA respectively. However, the efficiency of forest exploitation and forest regeneration is almost the same in the countries occupying leading positions at the international timber market.
At the same time, specialists from the subcommittee believe that the order of giving areas of the forest fund out for rent should envisage auctions where participants have passed a preliminary qualification selection. Preference should be given to those lessees who have timber-harvesting capacities and equipment for deep timber processing, i.e. are experienced in forest areas development and rational usage. There is a different classification for types of rent. It is suggested that rent for the period from one to six or seven years without forestry management should be considered short-term. At the same time rent for the period from seven to 25 years with forestry management should be considered long-term, and it should be allowed to prolong it by five years if all the liabilities mentioned in the contract have been observed. Such rent is successfully used in Canada. It is reasonable to form fee rates per unit of forest resource in accordance with rent principle, i.e. the quality of resources, their location and the conditions of cutting and production of final product should be taken into consideration. The state must be an effective owner, actively managing the forest revenue not only by selling timber at market prices, taking into account demand and supply, but also by forming the policy of its usage in the sectors, where it would be most effective.
Moreover, this edition of the Forest Code envisages priority for giving the forest fund away for rent to those enterprises that use deep timber processing and have an opportunity to attract contracting agencies to hold work mentioned in the rent contract. The statements regulating development and financing of road infrastructure in the forest fund are also very important. For example, if a forest user has invested a lot into the construction of roads and other infrastructure to transport timber, the new edition of the Code envisages compensation for investment expenses, if the forest areas developed by the lessee are given to another forest user.
At the same time, the experts of the Federal Agency of Forestry of the Russian Federation believe that forest usage should not be strictly limited. Referring to the world experience, they say that in the countries with traditionally tight ecological standards (Canada, the USA, Sweden and Finland) from 90% to 98% of forest fund areas are exploited. And the prohibitions concern only forest reserves and other specially secured nature territories. Meanwhile, in Russia only 42% of forests are allowed to be exploited. Prohibitions to cut major timber harvest applies to forest reserves, national parks, forests of the first group, as well as to a significant part of the forests of the second and the third groups. If the excessive and unreasonable limitations are kept (first of all, they are set by regional authorities), about 20 billion cubic meters, i.e. over 45% of the total volume of adult and overmature wood will not be used.
We can only hope that lawmakers will come to a reasonable compromise to create favourable conditions for the development of the sector. A forest user should not only exploit forestry to gain some profit, but he should be responsible for forest renewal, since he would be interested in developing the forestry (and also commercial) advantages of the rented areas. He should make a reasonable choice between massive or selective cuttings, as well as between various schemes of forest renewal.
Targets of Top-Priority
If a forest user is provided with profitable conditions for forestry exploitation for a long period of time and is fully responsible for it, it will help to solve many current problems of the sector.
One of the main targets is development of road network for timber transportation. The present-day Russian road network for timber transportation is much shorter than in other countries. There is only 1.2 kilometers of roads per one thousand hectares of forest area, which is tenfold and sometimes even fortyfold less than in Europe and in North America. The network should be actively developed to attract additional volumes to timber turnover. For the first time in the recent years the budget of 2006 envisages allocation of RUR 500 million to reach the target. However, the experts of the Federal Agency of Forestry of the Russian Federation believe that it is only the first step. The increase of major timber cutting to 250 million cubic meters annually (while currently we produce about 180 million cubic meters per annum) envisages a stage-by-stage construction of 7.6 thousand kilometers of new roads, which will cost over RUR 11 billion. This problem will be solved in the framework of respective target programmes, and private capital will be attracted. The rise of the amount of efficient forest owners will help to solve the problem of illegal cutting and technical re-equipment of the sector. According to the results of 2005, over 77 million hectares of forest fund was rented by forest users. The share of areas rented for more than 10 years amounted to 51%. For the sake of comparison: in 2004 the figure was 46%, and in 2005 it amounted to 36% only.
At the same time, analysts mark that the lessees, belonging to vertically integrated structures, formed on the basis of the largest forest industrial enterprises, work in a much more stable and efficient way. A stable resource base available for ten and more years enables them to carry out an active investment policy, which is proved by the increasing figures of timber processing. Taking into account the Government's policy aiming to increase rented territories, this tendency will be kept in the near future. Besides, the main criteria of access to resources are the existence of well-prepared and feasible investment projects and the availability of private capacities to process timber.
On the whole, even today it is clear that the chosen policy is correct. Analysts believe that the year of 2005 was difficult for the country's forest sector. Changes of legislation, reforms in the sector, hot fire risk season and current problems made the difficult work of the enterprises even more complicated. However, the statistics show that they coped with the tasks set and obtained high results.
Last year, the total revenue of forestry amounted to RUR 28.1 billion, 18% up year-on-year. Simultaneously, the calculated timber-cutting area grew from 519 million cubic meters in 2004 to 527 million cubic meters in 2005, and its usage increased to 23%, i.e. major cutting volume increased to 120 million cubic meters, 5.5 million cubic meters up year-on-year. Experts say that it was the first time when such a growth took place in the latest period. In 2005 the total volume of investments into the forest industry grew to RUR 39 billion (RUR 31.1 billion was invested in 2004). The RF Ministry of Industry and Energy believes that the investment growth is connected with last year's reduction of import customs duties rates on equipment for timber processing and pulp and paper industries, which stimulated foreign capital inflow.
At the same time, volumes of deep timber processing increased, which can be attributed to the abolishment of export duties on timber production, in particular pulp, and putting new capacities into operation. As a result, export grew by USD 2 billion year-on-year to USD 9 billion.
Finally, the index of timber and paper products production in 2005 made 105% in comparison with the year of 2004, specialists of the Ministry of Industry and Energy reported. The output of timber and paper products grew due to the increase of veneer production (+13%), wood-based panels (+10%) and cardboard (+5%). Besides, last year some large objects for deep timber processing were put into operation. Taking into account that the Ministry of Industry and Energy is developing a Federal Target Programme to develop deep timber processing capacities and new forestlands until 2015, and the State Duma promised to complete the Forest Code, there is a hope that in the near future the forest industrial sector of the Russian Federation will get a powerful impulse for long-term development.
TATYANA TOKAREVA
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Priceless TimberSold for Nothing
Until recently the competitiveness of the companies in the Russian forest industrial sector was based on the reserve created in the Soviet epoch. Now the resource has almost run out. The infrastructure of timber cutting, the foundation for which was laid before the 1990s, does not meet modern requirements.
The producing capacities of the pulp and paper plants built in the Soviet time are almost exhausted. The technologies used for timber processing were implemented half a century ago; according to technical and economic figures they are twofold or fourfold worse than technologies used by western companies. Russian producers have more expenses, worse ecology of manufacturing, and lower quality; respectively their production costs much cheaper than that of foreign companies.
Roughly estimated, on the world market, the price of the produce of the Russian forest industrial sector companies is 30%-40% lower than that of its foreign analogues.
In spite of this, the Russian forest industrial sector will hardly be modernized because neither the state nor private companies have means to do it. However, during the recent years, the leading forest industrial companies did solve a number of local problems preventing production development. In particular, they re-equipped some timber processing capacities.
Incidentally, it is price policy that is one of the most important factors explaining the presence of the Russian forest industrial sector produce on the foreign markets. In particular, they manage to keep low prices due to even lower (in comparison with the European ones) prices for raw materials and energy resources. However, this "advantage" will not last for a long time. During the last three years raw materials and energy resources were growing in price much faster than the basic produce of the sector. Only in 2004 and the first half of 2005, prices for gas grew by 8.6%, for electricity - by 11.5%, and tariffs on railway transportation increased by 12.8%. In comparison, the average growth of prices for the produce of the forest industrial sector amounted to 7.4% during the same period.
Analysts of the forest industrial sector forecast that in the near future the situation can become only worse, since prices for raw materials and energy resources inevitably grow, which will deprive the Russian forest industrialists of the last advantages in the competition with western companies. The prime cost of the forest industrial sector basic products can at least reach the world level. In this case, the produce of the Russian timber producers will be gradually forced out of the world market.
The situation will become even worse because the level of deep processing at the forest industrial enterprises is very low in Russia. The basis of the Russian export is logs. If in the structure of the world timber trade the Russian share of the total monetary revenue does not exceed three per cent, its share of the total non-processed timber (raw materials) amounts to 22%. At the same time, Russia's neighbours (Finland and China) continue to earn billions of dollars processing Russian timber, while selling the products of this processing to Russia. Thus, our enormous exported timber volumes turn out to be a direct squandering of national resources and, consequently, profit lost by the country, which it could have, if timber was processed in Russia.
According to some experts, in spite of rich timber resources, nowadays Russia depends on import of timber and paper produce, the volume of which (a paradox!) increases every year. Last year it exceeded USD 3 billion. At the same time, Russia often has no access to foreign markets because of such impediments as non-tariff limitations, administrative barriers etc.
For example, the Russian mass media often claim that "in 20-30 years China will be a superstate, in 45 years it will turn into number one superstate, whereas now it is just a big and powerful state". Consequently, one can say that the Russian citizens and a significant part of the Russian state system think similarly. At the same time, according to the key characteristics, China has already become the second superstate in the modern world, beaten only by the USA in term of its total power.
Earlier the Russian Federation supplied the Chinese economy with military technologies and raw materials, now it, together with Korea and Indonesia, turns into a producer of half-finished products for different sectors of the Chinese industry, i.e. an industrial and raw material appendage. It is easily seen when examining the work of the forest industrial sector.
Nowadays the Chinese are ready to invest into timber processing in the Russian Federation, only if they get semi-finished products. Finished commodities will be produced on the territory of China. These are the terms on which the Chinese are ready to invest into the construction of Amazarsky pulp plant and reconstruction of the Amur pulp and paper enterprise. China will get the profit and Russia will receive waste products. Besides, not only the Russians will waste, but the Chinese as well. The share of China in the Amur water flow is 30%, and its share in pollution of the river amounts to 70-90%. The scheme of relations resembles that one of a "golden billion" and the periphery. Resources are extracted, and problems from economic activities are exported instead of them. The situation with Finland seems to be more civilized; however, the tendency is the same: Russia exports raw materials, but the Russians write on Finnish paper.
Timber Transportation: Regional Aspect
According to the data of OAO RZD, in 2005 timber loading increased by 7.8% year-on-year. In Q1 of 2006, the growth amounted to 13%. As for export, its dynamics was +10% in 2005, and +10.6% in Q1 of 2006. To some degree, such a significant growth of transportation volume in Q1 can be explained by the season, since winter is considered to be the busiest season for timber producers. In spring the dynamics slows down, because of the problems of timber transportation from the forestry, since the melting snow washes roads away. However, experts point at the very favourable situation on the foreign market, which enables one to suggest that the dynamics will continue to be positive.
As for the main tendencies of the sector of the Russian transportation market, the first point mentioned by the railway transport analysts is the significant increase of private rolling stock. Another tendency is the lack of large loading stations.
From the point of view of transportation geography, railways have access to the main Russian regions where timber is produced. Thus, the lion's share of the total timber volume on OAO RZD's network is loaded at the Octyabrskaya (October), the Severnaya (Northern), the Krasnoyarskaya (Krasnoyarsk), the Vostochno-Sibirskaya (East-Siberian) and the Dalnevostochnaya (Far-Eastern) railways.
The North-Western federal district (Octyabrskaya Railway) is one of the most economically developed regions of the Russian Federation, and its forest industrial sector plays one of the key roles in the country's economy. About 60% of forest of the European part of Russia, or 12% of the total Russian forest, is located in the region. In the North-Western region, the calculated wood-cutting volume amounts to 83 million cubic meters annually. On average, 40% of it is used, which significantly exceeds the average figure in the rest of Russia, the latter amounting to 25% only.
According to the volume of timber production, the North-Western federal region is leading in Russia. 30% of Russian saw timber, 40% of plywood, about 40% of business timber, 50% of cardboard and 60% of paper is produced there. Annually, 32 million cubic meters of timber is cut in the region. In 2004, 5.6 million cubic meters of saw timber and 0.85 million cubic meters of plywood was produced, as well as 1.1 million tons of pulp, for which about 5.45 million cubic meters of timber was used (five cubic meters of timber per one ton of produce).
The North-Western Region borders with the European Union; the length of the border is 2,200 kilometers. Besides, there is a developed network of roads, railways and water communication, as well as ports in the region, thus it is one of the main Russian exporters of timber produce to the foreign market. The North-Western federal region is the only federal region of the Russian Federation that has a border not only with the countries of the European Union, but also with states of Central and Northern Europe (Norway, Finland, Poland, Lithuania, Latvia, Estonia and Byelorussia). Besides, the North-Western region has a wide access to the water area of the Northern Atlantic via the Baltic, the Barents and the White seas.
The regional export is oriented at the states of Scandinavia and Western Europe. Besides, timber production of other Russian regions is carried by railway as transit via the North-Western region.
Thus, timber transportation is one of the main income items for the Octyabrskaya Railway. According to their data, loading volume significantly increased since the beginning of 2005. The results of 2005 show that timber loading growth amounted to 12.8%. Specialists believe that the reason for the growth is the higher demand from the Finnish consumers, namely such large companies as AO Metsyallito and UMP Kymmene, whose plants are situated near the border and oriented at Russian timber delivery. The demand is strengthened by the wagon park available for timber transportation and by the route organized together with owners of timber transportation technologies along the multi-graded routes on the equipped private platforms. The share of platforms in the total amount of used rolling-stock increased from 41% in 2004 to 47% in 2005.
At the same time, the railway specialists believe that the fact that about 90% of the logs is exported to Finland and finished furniture is imported from it does not mean that the region is a "raw material appendage" of Finland. At the beginning of the 1990s, the Russian timber processing stopped, and the Finns were fast to realize there were cheap raw materials on offer. If the Finns did not purchase raw materials then, timber cutting could have stopped in the region as well. Thus, is this case the situation turned out to be profitable for both sides. Moreover, most Finnish enterprises actively invest in the development of timber processing on the territory of Russia.
Timber makes about 16% of the Northern railway loading. That is why strong partner relations with the largest forest industrialists of the region are very important for the railmen. The main problem the local authorities of the forest sector and the largest consignors face is the lack of rolling stock. The throughput increases, and, unfortunately, the wagon park fails to renew fast enough to meet the requirements of the clients. Platforms for logs transportation are especially popular. The problem may be solved in the near future, when OOO Transles, an affiliated company of OAO RZD, is launched. The company will specialize in transportation of the forest industrial sector produce.
Krasnoyarsk region is the largest forest region in the central part of Russia. The forest area amounts to 58.5 million hectares and the timber resources of the region are evaluated at 7.4 billion cubic meters (9.3% of the total Russian reserves). The annual norm of cutting is 53.5 million cubic meters. 106 timber cutting and 50 timber processing enterprises work there. In 2005, timber loading volume grew by 8.3% year-on-year. At the same time, export increased by 19%, while loading for domestic transportation reduced by 12%.
Timber makes over 30% of the total loading volume on the East-Siberian railway. In 2005, timber loading volume increased by 8.5%. Incidentally, over 70% of the total timber volume is exported. This figure is the largest for the Russian railways network. Mainly, the situation can be explained by the fact that the region possesses the most valuable types of timber, the demand for which is traditionally high at the foreign market, and the level of forestry management there is one of the best in Russia. That is why analysts believe that the volume of timber loading will increase in future. On the other hand, according to the business timber production volume, the Irkutsk forest industrial sector takes the first place in Russia.
As for the Far-Eastern railway, the forest sector is one of the most dynamically developing there, so it has an impact on the strategic targets of the social and economic development of the region. In 2005, timber loading volume increased by 2.7% there. At the same time in H1 of 2005, the growth was 15.5%. It can be explained by weather factors. Specialists claim that spring started earlier than usual in the region, thus snow washed out the approaches to the forestry and timber cutters could not load the freight.
It should be mentioned, that as far as timber transportation organization is concerned, the Khabarovsk region is the most challenging. There timber cutters are in a worse position than the ones in the Primorsk region. The specific characteristics of timber transportation are defined by the following technological factors: type, owner and loading of a wagon, type of dispatch, cargo type, speed, distance of transportation etc., i.e. long distance to border crossings and long delivery time play their role. Taking into account the type of forest in the region, it is possible to say that the timber cut there is cheap. Thus, the transport constituent amounts to 30% of the total price. The forest industrialists of the Primorsk region deal with valuable and more expensive) types of timber, and a close port infrastructure.
To solve the problems mentioned above, the administration of the Khabarovsk region developed the Programme called "Main Directions of Forest Sector Development and Increase of its Role in Reaching the Targets of the Khabarovsk Region Strategic Development until 2010". The Programme pays much attention to the increase of the quality of cooperation between consignors, railmen and other representatives of the region's transport sector. Besides, it is possible that more flexible tariffs will be offered, considering the seasonal flexibility in demand for the forest industrial sector produce, as well as flexibility in demand on foreign markets.
TATYANA TOKAREVA
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Priceless TimberSold for Nothing
Until recently the competitiveness of the companies in the Russian forest industrial sector was based on the reserve created in the Soviet epoch. Now the resource has almost run out. The infrastructure of timber cutting, the foundation for which was laid before the 1990s, does not meet modern requirements.
The producing capacities of the pulp and paper plants built in the Soviet time are almost exhausted. The technologies used for timber processing were implemented half a century ago; according to technical and economic figures they are twofold or fourfold worse than technologies used by western companies. Russian producers have more expenses, worse ecology of manufacturing, and lower quality; respectively their production costs much cheaper than that of foreign companies.
Roughly estimated, on the world market, the price of the produce of the Russian forest industrial sector companies is 30%-40% lower than that of its foreign analogues.
In spite of this, the Russian forest industrial sector will hardly be modernized because neither the state nor private companies have means to do it. However, during the recent years, the leading forest industrial companies did solve a number of local problems preventing production development. In particular, they re-equipped some timber processing capacities.
Incidentally, it is price policy that is one of the most important factors explaining the presence of the Russian forest industrial sector produce on the foreign markets. In particular, they manage to keep low prices due to even lower (in comparison with the European ones) prices for raw materials and energy resources. However, this "advantage" will not last for a long time. During the last three years raw materials and energy resources were growing in price much faster than the basic produce of the sector. Only in 2004 and the first half of 2005, prices for gas grew by 8.6%, for electricity - by 11.5%, and tariffs on railway transportation increased by 12.8%. In comparison, the average growth of prices for the produce of the forest industrial sector amounted to 7.4% during the same period.
Analysts of the forest industrial sector forecast that in the near future the situation can become only worse, since prices for raw materials and energy resources inevitably grow, which will deprive the Russian forest industrialists of the last advantages in the competition with western companies. The prime cost of the forest industrial sector basic products can at least reach the world level. In this case, the produce of the Russian timber producers will be gradually forced out of the world market.
The situation will become even worse because the level of deep processing at the forest industrial enterprises is very low in Russia. The basis of the Russian export is logs. If in the structure of the world timber trade the Russian share of the total monetary revenue does not exceed three per cent, its share of the total non-processed timber (raw materials) amounts to 22%. At the same time, Russia's neighbours (Finland and China) continue to earn billions of dollars processing Russian timber, while selling the products of this processing to Russia. Thus, our enormous exported timber volumes turn out to be a direct squandering of national resources and, consequently, profit lost by the country, which it could have, if timber was processed in Russia.
According to some experts, in spite of rich timber resources, nowadays Russia depends on import of timber and paper produce, the volume of which (a paradox!) increases every year. Last year it exceeded USD 3 billion. At the same time, Russia often has no access to foreign markets because of such impediments as non-tariff limitations, administrative barriers etc.
For example, the Russian mass media often claim that "in 20-30 years China will be a superstate, in 45 years it will turn into number one superstate, whereas now it is just a big and powerful state". Consequently, one can say that the Russian citizens and a significant part of the Russian state system think similarly. At the same time, according to the key characteristics, China has already become the second superstate in the modern world, beaten only by the USA in term of its total power.
Earlier the Russian Federation supplied the Chinese economy with military technologies and raw materials, now it, together with Korea and Indonesia, turns into a producer of half-finished products for different sectors of the Chinese industry, i.e. an industrial and raw material appendage. It is easily seen when examining the work of the forest industrial sector.
Nowadays the Chinese are ready to invest into timber processing in the Russian Federation, only if they get semi-finished products. Finished commodities will be produced on the territory of China. These are the terms on which the Chinese are ready to invest into the construction of Amazarsky pulp plant and reconstruction of the Amur pulp and paper enterprise. China will get the profit and Russia will receive waste products. Besides, not only the Russians will waste, but the Chinese as well. The share of China in the Amur water flow is 30%, and its share in pollution of the river amounts to 70-90%. The scheme of relations resembles that one of a "golden billion" and the periphery. Resources are extracted, and problems from economic activities are exported instead of them. The situation with Finland seems to be more civilized; however, the tendency is the same: Russia exports raw materials, but the Russians write on Finnish paper.
Timber Transportation: Regional Aspect
According to the data of OAO RZD, in 2005 timber loading increased by 7.8% year-on-year. In Q1 of 2006, the growth amounted to 13%. As for export, its dynamics was +10% in 2005, and +10.6% in Q1 of 2006. To some degree, such a significant growth of transportation volume in Q1 can be explained by the season, since winter is considered to be the busiest season for timber producers. In spring the dynamics slows down, because of the problems of timber transportation from the forestry, since the melting snow washes roads away. However, experts point at the very favourable situation on the foreign market, which enables one to suggest that the dynamics will continue to be positive.
As for the main tendencies of the sector of the Russian transportation market, the first point mentioned by the railway transport analysts is the significant increase of private rolling stock. Another tendency is the lack of large loading stations.
From the point of view of transportation geography, railways have access to the main Russian regions where timber is produced. Thus, the lion's share of the total timber volume on OAO RZD's network is loaded at the Octyabrskaya (October), the Severnaya (Northern), the Krasnoyarskaya (Krasnoyarsk), the Vostochno-Sibirskaya (East-Siberian) and the Dalnevostochnaya (Far-Eastern) railways.
The North-Western federal district (Octyabrskaya Railway) is one of the most economically developed regions of the Russian Federation, and its forest industrial sector plays one of the key roles in the country's economy. About 60% of forest of the European part of Russia, or 12% of the total Russian forest, is located in the region. In the North-Western region, the calculated wood-cutting volume amounts to 83 million cubic meters annually. On average, 40% of it is used, which significantly exceeds the average figure in the rest of Russia, the latter amounting to 25% only.
According to the volume of timber production, the North-Western federal region is leading in Russia. 30% of Russian saw timber, 40% of plywood, about 40% of business timber, 50% of cardboard and 60% of paper is produced there. Annually, 32 million cubic meters of timber is cut in the region. In 2004, 5.6 million cubic meters of saw timber and 0.85 million cubic meters of plywood was produced, as well as 1.1 million tons of pulp, for which about 5.45 million cubic meters of timber was used (five cubic meters of timber per one ton of produce).
The North-Western Region borders with the European Union; the length of the border is 2,200 kilometers. Besides, there is a developed network of roads, railways and water communication, as well as ports in the region, thus it is one of the main Russian exporters of timber produce to the foreign market. The North-Western federal region is the only federal region of the Russian Federation that has a border not only with the countries of the European Union, but also with states of Central and Northern Europe (Norway, Finland, Poland, Lithuania, Latvia, Estonia and Byelorussia). Besides, the North-Western region has a wide access to the water area of the Northern Atlantic via the Baltic, the Barents and the White seas.
The regional export is oriented at the states of Scandinavia and Western Europe. Besides, timber production of other Russian regions is carried by railway as transit via the North-Western region.
Thus, timber transportation is one of the main income items for the Octyabrskaya Railway. According to their data, loading volume significantly increased since the beginning of 2005. The results of 2005 show that timber loading growth amounted to 12.8%. Specialists believe that the reason for the growth is the higher demand from the Finnish consumers, namely such large companies as AO Metsyallito and UMP Kymmene, whose plants are situated near the border and oriented at Russian timber delivery. The demand is strengthened by the wagon park available for timber transportation and by the route organized together with owners of timber transportation technologies along the multi-graded routes on the equipped private platforms. The share of platforms in the total amount of used rolling-stock increased from 41% in 2004 to 47% in 2005.
At the same time, the railway specialists believe that the fact that about 90% of the logs is exported to Finland and finished furniture is imported from it does not mean that the region is a "raw material appendage" of Finland. At the beginning of the 1990s, the Russian timber processing stopped, and the Finns were fast to realize there were cheap raw materials on offer. If the Finns did not purchase raw materials then, timber cutting could have stopped in the region as well. Thus, is this case the situation turned out to be profitable for both sides. Moreover, most Finnish enterprises actively invest in the development of timber processing on the territory of Russia.
Timber makes about 16% of the Northern railway loading. That is why strong partner relations with the largest forest industrialists of the region are very important for the railmen. The main problem the local authorities of the forest sector and the largest consignors face is the lack of rolling stock. The throughput increases, and, unfortunately, the wagon park fails to renew fast enough to meet the requirements of the clients. Platforms for logs transportation are especially popular. The problem may be solved in the near future, when OOO Transles, an affiliated company of OAO RZD, is launched. The company will specialize in transportation of the forest industrial sector produce.
Krasnoyarsk region is the largest forest region in the central part of Russia. The forest area amounts to 58.5 million hectares and the timber resources of the region are evaluated at 7.4 billion cubic meters (9.3% of the total Russian reserves). The annual norm of cutting is 53.5 million cubic meters. 106 timber cutting and 50 timber processing enterprises work there. In 2005, timber loading volume grew by 8.3% year-on-year. At the same time, export increased by 19%, while loading for domestic transportation reduced by 12%.
Timber makes over 30% of the total loading volume on the East-Siberian railway. In 2005, timber loading volume increased by 8.5%. Incidentally, over 70% of the total timber volume is exported. This figure is the largest for the Russian railways network. Mainly, the situation can be explained by the fact that the region possesses the most valuable types of timber, the demand for which is traditionally high at the foreign market, and the level of forestry management there is one of the best in Russia. That is why analysts believe that the volume of timber loading will increase in future. On the other hand, according to the business timber production volume, the Irkutsk forest industrial sector takes the first place in Russia.
As for the Far-Eastern railway, the forest sector is one of the most dynamically developing there, so it has an impact on the strategic targets of the social and economic development of the region. In 2005, timber loading volume increased by 2.7% there. At the same time in H1 of 2005, the growth was 15.5%. It can be explained by weather factors. Specialists claim that spring started earlier than usual in the region, thus snow washed out the approaches to the forestry and timber cutters could not load the freight.
It should be mentioned, that as far as timber transportation organization is concerned, the Khabarovsk region is the most challenging. There timber cutters are in a worse position than the ones in the Primorsk region. The specific characteristics of timber transportation are defined by the following technological factors: type, owner and loading of a wagon, type of dispatch, cargo type, speed, distance of transportation etc., i.e. long distance to border crossings and long delivery time play their role. Taking into account the type of forest in the region, it is possible to say that the timber cut there is cheap. Thus, the transport constituent amounts to 30% of the total price. The forest industrialists of the Primorsk region deal with valuable and more expensive) types of timber, and a close port infrastructure.
To solve the problems mentioned above, the administration of the Khabarovsk region developed the Programme called "Main Directions of Forest Sector Development and Increase of its Role in Reaching the Targets of the Khabarovsk Region Strategic Development until 2010". The Programme pays much attention to the increase of the quality of cooperation between consignors, railmen and other representatives of the region's transport sector. Besides, it is possible that more flexible tariffs will be offered, considering the seasonal flexibility in demand for the forest industrial sector produce, as well as flexibility in demand on foreign markets.
TATYANA TOKAREVA
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Priceless TimberSold for Nothing
Until recently the competitiveness of the companies in the Russian forest industrial sector was based on the reserve created in the Soviet epoch. Now the resource has almost run out. The infrastructure of timber cutting, the foundation for which was laid before the 1990s, does not meet modern requirements.
The producing capacities of the pulp and paper plants built in the Soviet time are almost exhausted. The technologies used for timber processing were implemented half a century ago; according to technical and economic figures they are twofold or fourfold worse than technologies used by western companies. Russian producers have more expenses, worse ecology of manufacturing, and lower quality; respectively their production costs much cheaper than that of foreign companies.
Roughly estimated, on the world market, the price of the produce of the Russian forest industrial sector companies is 30%-40% lower than that of its foreign analogues.
In spite of this, the Russian forest industrial sector will hardly be modernized because neither the state nor private companies have means to do it. However, during the recent years, the leading forest industrial companies did solve a number of local problems preventing production development. In particular, they re-equipped some timber processing capacities.
Incidentally, it is price policy that is one of the most important factors explaining the presence of the Russian forest industrial sector produce on the foreign markets. In particular, they manage to keep low prices due to even lower (in comparison with the European ones) prices for raw materials and energy resources. However, this "advantage" will not last for a long time. During the last three years raw materials and energy resources were growing in price much faster than the basic produce of the sector. Only in 2004 and the first half of 2005, prices for gas grew by 8.6%, for electricity - by 11.5%, and tariffs on railway transportation increased by 12.8%. In comparison, the average growth of prices for the produce of the forest industrial sector amounted to 7.4% during the same period.
Analysts of the forest industrial sector forecast that in the near future the situation can become only worse, since prices for raw materials and energy resources inevitably grow, which will deprive the Russian forest industrialists of the last advantages in the competition with western companies. The prime cost of the forest industrial sector basic products can at least reach the world level. In this case, the produce of the Russian timber producers will be gradually forced out of the world market.
The situation will become even worse because the level of deep processing at the forest industrial enterprises is very low in Russia. The basis of the Russian export is logs. If in the structure of the world timber trade the Russian share of the total monetary revenue does not exceed three per cent, its share of the total non-processed timber (raw materials) amounts to 22%. At the same time, Russia's neighbours (Finland and China) continue to earn billions of dollars processing Russian timber, while selling the products of this processing to Russia. Thus, our enormous exported timber volumes turn out to be a direct squandering of national resources and, consequently, profit lost by the country, which it could have, if timber was processed in Russia.
According to some experts, in spite of rich timber resources, nowadays Russia depends on import of timber and paper produce, the volume of which (a paradox!) increases every year. Last year it exceeded USD 3 billion. At the same time, Russia often has no access to foreign markets because of such impediments as non-tariff limitations, administrative barriers etc.
For example, the Russian mass media often claim that "in 20-30 years China will be a superstate, in 45 years it will turn into number one superstate, whereas now it is just a big and powerful state". Consequently, one can say that the Russian citizens and a significant part of the Russian state system think similarly. At the same time, according to the key characteristics, China has already become the second superstate in the modern world, beaten only by the USA in term of its total power.
Earlier the Russian Federation supplied the Chinese economy with military technologies and raw materials, now it, together with Korea and Indonesia, turns into a producer of half-finished products for different sectors of the Chinese industry, i.e. an industrial and raw material appendage. It is easily seen when examining the work of the forest industrial sector.
Nowadays the Chinese are ready to invest into timber processing in the Russian Federation, only if they get semi-finished products. Finished commodities will be produced on the territory of China. These are the terms on which the Chinese are ready to invest into the construction of Amazarsky pulp plant and reconstruction of the Amur pulp and paper enterprise. China will get the profit and Russia will receive waste products. Besides, not only the Russians will waste, but the Chinese as well. The share of China in the Amur water flow is 30%, and its share in pollution of the river amounts to 70-90%. The scheme of relations resembles that one of a "golden billion" and the periphery. Resources are extracted, and problems from economic activities are exported instead of them. The situation with Finland seems to be more civilized; however, the tendency is the same: Russia exports raw materials, but the Russians write on Finnish paper.
Timber Transportation: Regional Aspect
According to the data of OAO RZD, in 2005 timber loading increased by 7.8% year-on-year. In Q1 of 2006, the growth amounted to 13%. As for export, its dynamics was +10% in 2005, and +10.6% in Q1 of 2006. To some degree, such a significant growth of transportation volume in Q1 can be explained by the season, since winter is considered to be the busiest season for timber producers. In spring the dynamics slows down, because of the problems of timber transportation from the forestry, since the melting snow washes roads away. However, experts point at the very favourable situation on the foreign market, which enables one to suggest that the dynamics will continue to be positive.
As for the main tendencies of the sector of the Russian transportation market, the first point mentioned by the railway transport analysts is the significant increase of private rolling stock. Another tendency is the lack of large loading stations.
From the point of view of transportation geography, railways have access to the main Russian regions where timber is produced. Thus, the lion's share of the total timber volume on OAO RZD's network is loaded at the Octyabrskaya (October), the Severnaya (Northern), the Krasnoyarskaya (Krasnoyarsk), the Vostochno-Sibirskaya (East-Siberian) and the Dalnevostochnaya (Far-Eastern) railways.
The North-Western federal district (Octyabrskaya Railway) is one of the most economically developed regions of the Russian Federation, and its forest industrial sector plays one of the key roles in the country's economy. About 60% of forest of the European part of Russia, or 12% of the total Russian forest, is located in the region. In the North-Western region, the calculated wood-cutting volume amounts to 83 million cubic meters annually. On average, 40% of it is used, which significantly exceeds the average figure in the rest of Russia, the latter amounting to 25% only.
According to the volume of timber production, the North-Western federal region is leading in Russia. 30% of Russian saw timber, 40% of plywood, about 40% of business timber, 50% of cardboard and 60% of paper is produced there. Annually, 32 million cubic meters of timber is cut in the region. In 2004, 5.6 million cubic meters of saw timber and 0.85 million cubic meters of plywood was produced, as well as 1.1 million tons of pulp, for which about 5.45 million cubic meters of timber was used (five cubic meters of timber per one ton of produce).
The North-Western Region borders with the European Union; the length of the border is 2,200 kilometers. Besides, there is a developed network of roads, railways and water communication, as well as ports in the region, thus it is one of the main Russian exporters of timber produce to the foreign market. The North-Western federal region is the only federal region of the Russian Federation that has a border not only with the countries of the European Union, but also with states of Central and Northern Europe (Norway, Finland, Poland, Lithuania, Latvia, Estonia and Byelorussia). Besides, the North-Western region has a wide access to the water area of the Northern Atlantic via the Baltic, the Barents and the White seas.
The regional export is oriented at the states of Scandinavia and Western Europe. Besides, timber production of other Russian regions is carried by railway as transit via the North-Western region.
Thus, timber transportation is one of the main income items for the Octyabrskaya Railway. According to their data, loading volume significantly increased since the beginning of 2005. The results of 2005 show that timber loading growth amounted to 12.8%. Specialists believe that the reason for the growth is the higher demand from the Finnish consumers, namely such large companies as AO Metsyallito and UMP Kymmene, whose plants are situated near the border and oriented at Russian timber delivery. The demand is strengthened by the wagon park available for timber transportation and by the route organized together with owners of timber transportation technologies along the multi-graded routes on the equipped private platforms. The share of platforms in the total amount of used rolling-stock increased from 41% in 2004 to 47% in 2005.
At the same time, the railway specialists believe that the fact that about 90% of the logs is exported to Finland and finished furniture is imported from it does not mean that the region is a "raw material appendage" of Finland. At the beginning of the 1990s, the Russian timber processing stopped, and the Finns were fast to realize there were cheap raw materials on offer. If the Finns did not purchase raw materials then, timber cutting could have stopped in the region as well. Thus, is this case the situation turned out to be profitable for both sides. Moreover, most Finnish enterprises actively invest in the development of timber processing on the territory of Russia.
Timber makes about 16% of the Northern railway loading. That is why strong partner relations with the largest forest industrialists of the region are very important for the railmen. The main problem the local authorities of the forest sector and the largest consignors face is the lack of rolling stock. The throughput increases, and, unfortunately, the wagon park fails to renew fast enough to meet the requirements of the clients. Platforms for logs transportation are especially popular. The problem may be solved in the near future, when OOO Transles, an affiliated company of OAO RZD, is launched. The company will specialize in transportation of the forest industrial sector produce.
Krasnoyarsk region is the largest forest region in the central part of Russia. The forest area amounts to 58.5 million hectares and the timber resources of the region are evaluated at 7.4 billion cubic meters (9.3% of the total Russian reserves). The annual norm of cutting is 53.5 million cubic meters. 106 timber cutting and 50 timber processing enterprises work there. In 2005, timber loading volume grew by 8.3% year-on-year. At the same time, export increased by 19%, while loading for domestic transportation reduced by 12%.
Timber makes over 30% of the total loading volume on the East-Siberian railway. In 2005, timber loading volume increased by 8.5%. Incidentally, over 70% of the total timber volume is exported. This figure is the largest for the Russian railways network. Mainly, the situation can be explained by the fact that the region possesses the most valuable types of timber, the demand for which is traditionally high at the foreign market, and the level of forestry management there is one of the best in Russia. That is why analysts believe that the volume of timber loading will increase in future. On the other hand, according to the business timber production volume, the Irkutsk forest industrial sector takes the first place in Russia.
As for the Far-Eastern railway, the forest sector is one of the most dynamically developing there, so it has an impact on the strategic targets of the social and economic development of the region. In 2005, timber loading volume increased by 2.7% there. At the same time in H1 of 2005, the growth was 15.5%. It can be explained by weather factors. Specialists claim that spring started earlier than usual in the region, thus snow washed out the approaches to the forestry and timber cutters could not load the freight.
It should be mentioned, that as far as timber transportation organization is concerned, the Khabarovsk region is the most challenging. There timber cutters are in a worse position than the ones in the Primorsk region. The specific characteristics of timber transportation are defined by the following technological factors: type, owner and loading of a wagon, type of dispatch, cargo type, speed, distance of transportation etc., i.e. long distance to border crossings and long delivery time play their role. Taking into account the type of forest in the region, it is possible to say that the timber cut there is cheap. Thus, the transport constituent amounts to 30% of the total price. The forest industrialists of the Primorsk region deal with valuable and more expensive) types of timber, and a close port infrastructure.
To solve the problems mentioned above, the administration of the Khabarovsk region developed the Programme called "Main Directions of Forest Sector Development and Increase of its Role in Reaching the Targets of the Khabarovsk Region Strategic Development until 2010". The Programme pays much attention to the increase of the quality of cooperation between consignors, railmen and other representatives of the region's transport sector. Besides, it is possible that more flexible tariffs will be offered, considering the seasonal flexibility in demand for the forest industrial sector produce, as well as flexibility in demand on foreign markets.
TATYANA TOKAREVA
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Priceless TimberSold for Nothing
Until recently the competitiveness of the companies in the Russian forest industrial sector was based on the reserve created in the Soviet epoch. Now the resource has almost run out. The infrastructure of timber cutting, the foundation for which was laid before the 1990s, does not meet modern requirements.
The producing capacities of the pulp and paper plants built in the Soviet time are almost exhausted. The technologies used for timber processing were implemented half a century ago; according to technical and economic figures they are twofold or fourfold worse than technologies used by western companies. Russian producers have more expenses, worse ecology of manufacturing, and lower quality; respectively their production costs much cheaper than that of foreign companies.
Roughly estimated, on the world market, the price of the produce of the Russian forest industrial sector companies is 30%-40% lower than that of its foreign analogues.
In spite of this, the Russian forest industrial sector will hardly be modernized because neither the state nor private companies have means to do it. However, during the recent years, the leading forest industrial companies did solve a number of local problems preventing production development. In particular, they re-equipped some timber processing capacities.
Incidentally, it is price policy that is one of the most important factors explaining the presence of the Russian forest industrial sector produce on the foreign markets. In particular, they manage to keep low prices due to even lower (in comparison with the European ones) prices for raw materials and energy resources. However, this "advantage" will not last for a long time. During the last three years raw materials and energy resources were growing in price much faster than the basic produce of the sector. Only in 2004 and the first half of 2005, prices for gas grew by 8.6%, for electricity - by 11.5%, and tariffs on railway transportation increased by 12.8%. In comparison, the average growth of prices for the produce of the forest industrial sector amounted to 7.4% during the same period.
Analysts of the forest industrial sector forecast that in the near future the situation can become only worse, since prices for raw materials and energy resources inevitably grow, which will deprive the Russian forest industrialists of the last advantages in the competition with western companies. The prime cost of the forest industrial sector basic products can at least reach the world level. In this case, the produce of the Russian timber producers will be gradually forced out of the world market.
The situation will become even worse because the level of deep processing at the forest industrial enterprises is very low in Russia. The basis of the Russian export is logs. If in the structure of the world timber trade the Russian share of the total monetary revenue does not exceed three per cent, its share of the total non-processed timber (raw materials) amounts to 22%. At the same time, Russia's neighbours (Finland and China) continue to earn billions of dollars processing Russian timber, while selling the products of this processing to Russia. Thus, our enormous exported timber volumes turn out to be a direct squandering of national resources and, consequently, profit lost by the country, which it could have, if timber was processed in Russia.
According to some experts, in spite of rich timber resources, nowadays Russia depends on import of timber and paper produce, the volume of which (a paradox!) increases every year. Last year it exceeded USD 3 billion. At the same time, Russia often has no access to foreign markets because of such impediments as non-tariff limitations, administrative barriers etc.
For example, the Russian mass media often claim that "in 20-30 years China will be a superstate, in 45 years it will turn into number one superstate, whereas now it is just a big and powerful state". Consequently, one can say that the Russian citizens and a significant part of the Russian state system think similarly. At the same time, according to the key characteristics, China has already become the second superstate in the modern world, beaten only by the USA in term of its total power.
Earlier the Russian Federation supplied the Chinese economy with military technologies and raw materials, now it, together with Korea and Indonesia, turns into a producer of half-finished products for different sectors of the Chinese industry, i.e. an industrial and raw material appendage. It is easily seen when examining the work of the forest industrial sector.
Nowadays the Chinese are ready to invest into timber processing in the Russian Federation, only if they get semi-finished products. Finished commodities will be produced on the territory of China. These are the terms on which the Chinese are ready to invest into the construction of Amazarsky pulp plant and reconstruction of the Amur pulp and paper enterprise. China will get the profit and Russia will receive waste products. Besides, not only the Russians will waste, but the Chinese as well. The share of China in the Amur water flow is 30%, and its share in pollution of the river amounts to 70-90%. The scheme of relations resembles that one of a "golden billion" and the periphery. Resources are extracted, and problems from economic activities are exported instead of them. The situation with Finland seems to be more civilized; however, the tendency is the same: Russia exports raw materials, but the Russians write on Finnish paper.
Timber Transportation: Regional Aspect
According to the data of OAO RZD, in 2005 timber loading increased by 7.8% year-on-year. In Q1 of 2006, the growth amounted to 13%. As for export, its dynamics was +10% in 2005, and +10.6% in Q1 of 2006. To some degree, such a significant growth of transportation volume in Q1 can be explained by the season, since winter is considered to be the busiest season for timber producers. In spring the dynamics slows down, because of the problems of timber transportation from the forestry, since the melting snow washes roads away. However, experts point at the very favourable situation on the foreign market, which enables one to suggest that the dynamics will continue to be positive.
As for the main tendencies of the sector of the Russian transportation market, the first point mentioned by the railway transport analysts is the significant increase of private rolling stock. Another tendency is the lack of large loading stations.
From the point of view of transportation geography, railways have access to the main Russian regions where timber is produced. Thus, the lion's share of the total timber volume on OAO RZD's network is loaded at the Octyabrskaya (October), the Severnaya (Northern), the Krasnoyarskaya (Krasnoyarsk), the Vostochno-Sibirskaya (East-Siberian) and the Dalnevostochnaya (Far-Eastern) railways.
The North-Western federal district (Octyabrskaya Railway) is one of the most economically developed regions of the Russian Federation, and its forest industrial sector plays one of the key roles in the country's economy. About 60% of forest of the European part of Russia, or 12% of the total Russian forest, is located in the region. In the North-Western region, the calculated wood-cutting volume amounts to 83 million cubic meters annually. On average, 40% of it is used, which significantly exceeds the average figure in the rest of Russia, the latter amounting to 25% only.
According to the volume of timber production, the North-Western federal region is leading in Russia. 30% of Russian saw timber, 40% of plywood, about 40% of business timber, 50% of cardboard and 60% of paper is produced there. Annually, 32 million cubic meters of timber is cut in the region. In 2004, 5.6 million cubic meters of saw timber and 0.85 million cubic meters of plywood was produced, as well as 1.1 million tons of pulp, for which about 5.45 million cubic meters of timber was used (five cubic meters of timber per one ton of produce).
The North-Western Region borders with the European Union; the length of the border is 2,200 kilometers. Besides, there is a developed network of roads, railways and water communication, as well as ports in the region, thus it is one of the main Russian exporters of timber produce to the foreign market. The North-Western federal region is the only federal region of the Russian Federation that has a border not only with the countries of the European Union, but also with states of Central and Northern Europe (Norway, Finland, Poland, Lithuania, Latvia, Estonia and Byelorussia). Besides, the North-Western region has a wide access to the water area of the Northern Atlantic via the Baltic, the Barents and the White seas.
The regional export is oriented at the states of Scandinavia and Western Europe. Besides, timber production of other Russian regions is carried by railway as transit via the North-Western region.
Thus, timber transportation is one of the main income items for the Octyabrskaya Railway. According to their data, loading volume significantly increased since the beginning of 2005. The results of 2005 show that timber loading growth amounted to 12.8%. Specialists believe that the reason for the growth is the higher demand from the Finnish consumers, namely such large companies as AO Metsyallito and UMP Kymmene, whose plants are situated near the border and oriented at Russian timber delivery. The demand is strengthened by the wagon park available for timber transportation and by the route organized together with owners of timber transportation technologies along the multi-graded routes on the equipped private platforms. The share of platforms in the total amount of used rolling-stock increased from 41% in 2004 to 47% in 2005.
At the same time, the railway specialists believe that the fact that about 90% of the logs is exported to Finland and finished furniture is imported from it does not mean that the region is a "raw material appendage" of Finland. At the beginning of the 1990s, the Russian timber processing stopped, and the Finns were fast to realize there were cheap raw materials on offer. If the Finns did not purchase raw materials then, timber cutting could have stopped in the region as well. Thus, is this case the situation turned out to be profitable for both sides. Moreover, most Finnish enterprises actively invest in the development of timber processing on the territory of Russia.
Timber makes about 16% of the Northern railway loading. That is why strong partner relations with the largest forest industrialists of the region are very important for the railmen. The main problem the local authorities of the forest sector and the largest consignors face is the lack of rolling stock. The throughput increases, and, unfortunately, the wagon park fails to renew fast enough to meet the requirements of the clients. Platforms for logs transportation are especially popular. The problem may be solved in the near future, when OOO Transles, an affiliated company of OAO RZD, is launched. The company will specialize in transportation of the forest industrial sector produce.
Krasnoyarsk region is the largest forest region in the central part of Russia. The forest area amounts to 58.5 million hectares and the timber resources of the region are evaluated at 7.4 billion cubic meters (9.3% of the total Russian reserves). The annual norm of cutting is 53.5 million cubic meters. 106 timber cutting and 50 timber processing enterprises work there. In 2005, timber loading volume grew by 8.3% year-on-year. At the same time, export increased by 19%, while loading for domestic transportation reduced by 12%.
Timber makes over 30% of the total loading volume on the East-Siberian railway. In 2005, timber loading volume increased by 8.5%. Incidentally, over 70% of the total timber volume is exported. This figure is the largest for the Russian railways network. Mainly, the situation can be explained by the fact that the region possesses the most valuable types of timber, the demand for which is traditionally high at the foreign market, and the level of forestry management there is one of the best in Russia. That is why analysts believe that the volume of timber loading will increase in future. On the other hand, according to the business timber production volume, the Irkutsk forest industrial sector takes the first place in Russia.
As for the Far-Eastern railway, the forest sector is one of the most dynamically developing there, so it has an impact on the strategic targets of the social and economic development of the region. In 2005, timber loading volume increased by 2.7% there. At the same time in H1 of 2005, the growth was 15.5%. It can be explained by weather factors. Specialists claim that spring started earlier than usual in the region, thus snow washed out the approaches to the forestry and timber cutters could not load the freight.
It should be mentioned, that as far as timber transportation organization is concerned, the Khabarovsk region is the most challenging. There timber cutters are in a worse position than the ones in the Primorsk region. The specific characteristics of timber transportation are defined by the following technological factors: type, owner and loading of a wagon, type of dispatch, cargo type, speed, distance of transportation etc., i.e. long distance to border crossings and long delivery time play their role. Taking into account the type of forest in the region, it is possible to say that the timber cut there is cheap. Thus, the transport constituent amounts to 30% of the total price. The forest industrialists of the Primorsk region deal with valuable and more expensive) types of timber, and a close port infrastructure.
To solve the problems mentioned above, the administration of the Khabarovsk region developed the Programme called "Main Directions of Forest Sector Development and Increase of its Role in Reaching the Targets of the Khabarovsk Region Strategic Development until 2010". The Programme pays much attention to the increase of the quality of cooperation between consignors, railmen and other representatives of the region's transport sector. Besides, it is possible that more flexible tariffs will be offered, considering the seasonal flexibility in demand for the forest industrial sector produce, as well as flexibility in demand on foreign markets.
TATYANA TOKAREVA
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[DETAIL_TEXT] => FESCO (Far-Eastern Shipping Company)and Vladivostok Sea Port are launchinga container terminal JSC Far Eastern Container Terminal.
First vessels will be serviced in May 2006.
New container terminal will be created on the basis of the existing container terminals of Vladivostok Sea Port.
E. Ambrosov, the Vladivostok Sea Port CEO, said that the project will increase the handling capacity of the Far Eastern Region, and will help to carry out the existing projects (one of them- in partnership with Toyota). FESCO on a par with Sea Port of Vladivostok own JSC Vladovostok Container Terminal. Vladovostok Container Terminal handled 34,563 TEU in Q1 of 2006, 44% up year-on-year.
Project of Caspian - Azov Canal Is Under Discussion
The RF Federal Agency of Water Resources and the RF Ministry of Transport are discussing the project of the Caspian -Azov Canal construction. The design length of the canal is 650 kilometers, the Head of the RF Federal Agency of Water Resources Rustem Khamitov said.
"The freight flow along the canal will be very large, since it will include the Kazakh oil and the goods transported from China via Iran". He also pointed out that the problem of filling the canal with fresh water is being solved. "We are looking for fresh water resources, because the south of Russia lacks water", R. Khamitov added.
FTS Increased List of Tank-Wagons for Mazut and Oil Transportation
The RF Federal Tariff Service increased the list of tank-wagons for mazut and oil transportation, for which tariff on transportation is calculated on the basis of real loading.
At the meeting held on April 25, the Board of the RF Federal Tariff Service decided to enlarge the list of tank-wagon sizes, including 14, 15, 16, 17, 25a, 26, 27, 30, 54, 55, 57, 60, 65, 75, 76 sizes. Nowadays, only tank-wagons of size 25 are tariffed on the basis of real loading.
To Create World-Wide Standard Transport Infrastructure
"Competitiveness increase and transportation potential development are the strategic points for the RF Ministry of Transport", Igor Levitin, the RF Minister of Transport, said at the Government meeting held on April 20.
According to I. Levitin, this will form world-wide standard transport infrastructure in Russia, help to integrate the Russian transportation system into the world-wide transportation system, and increase the role of the transportation sector in the Russian GDP. If the target is reached, it will increase the transportation volume to 25-30 million tons by 2010 and get an extra profit for more than USD 6 billion. New logistic technologies will speed up cargo handling and transportation. That will reduce transportation constituent in the products total price to 12% (from 15%). The second target point is complex modernization of the transport infrastructure to ensure the smooth export of key production (energy carriers). Seaport structure modernization and new sea terminals construction are the key points. Also a network of hub airports will be created. Land infrastructure modernization will allow the growth in transfer passenger numbers to 3-4 million. "Strategic energy carriers' transportation by pipeline network, sea and railway transport should be coordinated. That's important for the economy and transportation security of the country", I. Levitin said.
The third key point is the increase of Russian transporters' competitiveness.
Russian Troyka Presented New Linear Service
ZAO Russian Troyka presented a linear service "Asian Pacific Region - RF European centre" at the Nakhodka (Vostochny)-Moscow route, to increase the commercial attraction of intermodal service base on the Russian transport infrastructure.
Special train-forming technology is a special feature of the service. The new system is based on the principle of "forming container consignment before platform is delivered" instead of "a platform waits for a container" principle, used before. Logistics optimization and time saving are the main benefits of the new system. The stable functioning of the linear service is confirmed by Nakhodka (Vostochny)-Taganrog line. The block train has been in operation for a year. The technology guarantees 18 days of intermodal transportation, including 11 days railway transportation. That is twice faster than transportation by sea. 14,000 containers have been transported already. Transportation volume is to increase to 22,000 containers annually.
Block trains depart from Nakhodka (Vostochny) every week. 20 feet and 40 feet custom cleared containers are used for transportation.
E-invoices are being implemented now.
Far Eastern Transport Group Concluded Contract With Rosneft
In May, OAO Far Eastern Transport Group and OAO Rosneft concluded a contract for oil transportation from Uyar station to Dzemgi station using the company's own and rented rolling stock. In the near future, OAO Far Eastern Transport Group plans to transport 145 thousand tons of oil.
Nowadays, 59 thousand tons of crude has been transported along this route, 14% more than it was planned. 960 tank-wagons is used for oil transportation. The oil terminal with the annual capacity of 10 million tons was put into testing operation at the Uyar station on April 1, 2006. The decision about the terminal construction was taken at the beginning of 2005, after concluding the contract on Russian oil delivery to China.
RF Seaports: Throughput Remains the Same
Russian seaport throughput exceeded 94.2 million tons in the first quarter of 2006.
In total, Russian stevedoring companies handled 38 million tons of dry cargoes, 21% down year-on-year, and 56.2 million tons of liquid bulks, 7% up year-on-year.
In the North-Western region throughput increased by 3%. Transportation volume exceeded 41 million. tons, including 15.5 million tons of dry cargoes and 25.5 million. tons of liquid bulk. Saint-Petersburg stevedoring companies' throughput reduced by 4.4% to10.8 million tons, the throughput of the port of Murmansk increased by 1.6% to 7.5 million. tons. JSC "Specmornefteport" (port of Primorsk) throughput increased by 7% to 14.9 million tons.
38 million tons were transported via the ports of the Southern basin, 6% up year-on-year, including 10.7 million tons of dry cargoes, 9% up year-on-year, and 27.3 million tons of liquid bulk, 5% up year-on-year.
Novorossiysk stevedoring companies handled 28.3 million tons, 6.4% up year-on-year, including 6.6 million tons of dry cargoes, 15% up year-on-year, and 21.7 million tons of liquid bulks, 4% up year-on-year. The sea port of Tuapse increased throughput by 3.7% to 5.2 million tons, including 1.7 million tons of dry cargoes (+10%), and 3.5 million tons of liquid bulk (+0.09%).
Total throughput of Far Eastern ports reduced by 5.4% because of dry cargoes and amounted to 15.17 mln. tons (16 million tons in Q1 of 2005). Dry cargoes handling reduced by 10% to 11.9 million tons. Liquid bulk handling grew by 11% to 3.3 million tons.
The throughput of the stevedoring companies in the port of Vostochny decreased by 7.2% to 4.47 mln. tons. The port of Vladivostok reduced its throughput by 28.9% to 2.87 million tons. The throughput of the port of Nakhodka fell down by 3.9% to 4 million tons.
Transeurasian Express
The Ministry of Transport and Communications of the Republic of Kazakhstan is preparing to construct Zhezkazgan-Saksaulsky-Shalkar-Beineu railway with the length of more than 1,000 kilometers. The project is estimated at USD 1.5 billion. Nowadays, it is one of the largest infrastructure projects in the transport sector of Kazakhstan.
The Minister of Transport and Communications of the Republic of Kazakhstan Askar Mamin said that nowadays negotiations to fund the project are being held. In the Minister's words, a number of investors are interested in the project. The new railway is to become a part of the transit corridor "border of China-port of Aktau-Baku-Georgia-Turkey-European countries". The Kazakh Ministry of Transport and Communications forecast that it will take only 12 days to transport Chinese goods to the European ports (currently the delivery time is 40 days, since the freight is carried by sea).
Until now it was the state that financed railway construction. It used both credits and direct investments. The construction of the new railway will be financed according to the concession agreement scheme. The same scheme will be used to construct a new international airport in Aktau.
Construction of Customs Terminal
A large Russian logistic integrator - Transsphere group of companies is constructing a customs terminal in Vilnius. The group's President Sergey Shidlovsky said that CJSC Vinges Transsphere Logistika is responsible for the construction. The CJSC was launched in cooperation with Vinges Terminalas CJSC.
The total area of the object amounts to 4 hectares. The terminal will consist of warehouses with the area of 17,350 sq.m., and offices with the area of 1,400 sq.m. Besides, it is planned to construct a parking for 50 road-trains.
"The main target of the new customs terminal is consolidation of the trade flows from the countries of Central Europe. Some time ago we, as well as most other operators, worked in Helsinki, but very soon we understood that it is not profitable to transport cargo, for example, from Italy to Finland and only then to Russia", S.Shidlovsky said. According to him, the terminal will service cargo 24 hours a day, since the project envisages construction of 40 loading gates. About EUR 5 million will be invested into the project. The terminal will be put into operation in winter-spring of 2007, S.Shidlovsky said.
[~DETAIL_TEXT] => FESCO (Far-Eastern Shipping Company)and Vladivostok Sea Port are launchinga container terminal JSC Far Eastern Container Terminal.
First vessels will be serviced in May 2006.
New container terminal will be created on the basis of the existing container terminals of Vladivostok Sea Port.
E. Ambrosov, the Vladivostok Sea Port CEO, said that the project will increase the handling capacity of the Far Eastern Region, and will help to carry out the existing projects (one of them- in partnership with Toyota). FESCO on a par with Sea Port of Vladivostok own JSC Vladovostok Container Terminal. Vladovostok Container Terminal handled 34,563 TEU in Q1 of 2006, 44% up year-on-year.
Project of Caspian - Azov Canal Is Under Discussion
The RF Federal Agency of Water Resources and the RF Ministry of Transport are discussing the project of the Caspian -Azov Canal construction. The design length of the canal is 650 kilometers, the Head of the RF Federal Agency of Water Resources Rustem Khamitov said.
"The freight flow along the canal will be very large, since it will include the Kazakh oil and the goods transported from China via Iran". He also pointed out that the problem of filling the canal with fresh water is being solved. "We are looking for fresh water resources, because the south of Russia lacks water", R. Khamitov added.
FTS Increased List of Tank-Wagons for Mazut and Oil Transportation
The RF Federal Tariff Service increased the list of tank-wagons for mazut and oil transportation, for which tariff on transportation is calculated on the basis of real loading.
At the meeting held on April 25, the Board of the RF Federal Tariff Service decided to enlarge the list of tank-wagon sizes, including 14, 15, 16, 17, 25a, 26, 27, 30, 54, 55, 57, 60, 65, 75, 76 sizes. Nowadays, only tank-wagons of size 25 are tariffed on the basis of real loading.
To Create World-Wide Standard Transport Infrastructure
"Competitiveness increase and transportation potential development are the strategic points for the RF Ministry of Transport", Igor Levitin, the RF Minister of Transport, said at the Government meeting held on April 20.
According to I. Levitin, this will form world-wide standard transport infrastructure in Russia, help to integrate the Russian transportation system into the world-wide transportation system, and increase the role of the transportation sector in the Russian GDP. If the target is reached, it will increase the transportation volume to 25-30 million tons by 2010 and get an extra profit for more than USD 6 billion. New logistic technologies will speed up cargo handling and transportation. That will reduce transportation constituent in the products total price to 12% (from 15%). The second target point is complex modernization of the transport infrastructure to ensure the smooth export of key production (energy carriers). Seaport structure modernization and new sea terminals construction are the key points. Also a network of hub airports will be created. Land infrastructure modernization will allow the growth in transfer passenger numbers to 3-4 million. "Strategic energy carriers' transportation by pipeline network, sea and railway transport should be coordinated. That's important for the economy and transportation security of the country", I. Levitin said.
The third key point is the increase of Russian transporters' competitiveness.
Russian Troyka Presented New Linear Service
ZAO Russian Troyka presented a linear service "Asian Pacific Region - RF European centre" at the Nakhodka (Vostochny)-Moscow route, to increase the commercial attraction of intermodal service base on the Russian transport infrastructure.
Special train-forming technology is a special feature of the service. The new system is based on the principle of "forming container consignment before platform is delivered" instead of "a platform waits for a container" principle, used before. Logistics optimization and time saving are the main benefits of the new system. The stable functioning of the linear service is confirmed by Nakhodka (Vostochny)-Taganrog line. The block train has been in operation for a year. The technology guarantees 18 days of intermodal transportation, including 11 days railway transportation. That is twice faster than transportation by sea. 14,000 containers have been transported already. Transportation volume is to increase to 22,000 containers annually.
Block trains depart from Nakhodka (Vostochny) every week. 20 feet and 40 feet custom cleared containers are used for transportation.
E-invoices are being implemented now.
Far Eastern Transport Group Concluded Contract With Rosneft
In May, OAO Far Eastern Transport Group and OAO Rosneft concluded a contract for oil transportation from Uyar station to Dzemgi station using the company's own and rented rolling stock. In the near future, OAO Far Eastern Transport Group plans to transport 145 thousand tons of oil.
Nowadays, 59 thousand tons of crude has been transported along this route, 14% more than it was planned. 960 tank-wagons is used for oil transportation. The oil terminal with the annual capacity of 10 million tons was put into testing operation at the Uyar station on April 1, 2006. The decision about the terminal construction was taken at the beginning of 2005, after concluding the contract on Russian oil delivery to China.
RF Seaports: Throughput Remains the Same
Russian seaport throughput exceeded 94.2 million tons in the first quarter of 2006.
In total, Russian stevedoring companies handled 38 million tons of dry cargoes, 21% down year-on-year, and 56.2 million tons of liquid bulks, 7% up year-on-year.
In the North-Western region throughput increased by 3%. Transportation volume exceeded 41 million. tons, including 15.5 million tons of dry cargoes and 25.5 million. tons of liquid bulk. Saint-Petersburg stevedoring companies' throughput reduced by 4.4% to10.8 million tons, the throughput of the port of Murmansk increased by 1.6% to 7.5 million. tons. JSC "Specmornefteport" (port of Primorsk) throughput increased by 7% to 14.9 million tons.
38 million tons were transported via the ports of the Southern basin, 6% up year-on-year, including 10.7 million tons of dry cargoes, 9% up year-on-year, and 27.3 million tons of liquid bulk, 5% up year-on-year.
Novorossiysk stevedoring companies handled 28.3 million tons, 6.4% up year-on-year, including 6.6 million tons of dry cargoes, 15% up year-on-year, and 21.7 million tons of liquid bulks, 4% up year-on-year. The sea port of Tuapse increased throughput by 3.7% to 5.2 million tons, including 1.7 million tons of dry cargoes (+10%), and 3.5 million tons of liquid bulk (+0.09%).
Total throughput of Far Eastern ports reduced by 5.4% because of dry cargoes and amounted to 15.17 mln. tons (16 million tons in Q1 of 2005). Dry cargoes handling reduced by 10% to 11.9 million tons. Liquid bulk handling grew by 11% to 3.3 million tons.
The throughput of the stevedoring companies in the port of Vostochny decreased by 7.2% to 4.47 mln. tons. The port of Vladivostok reduced its throughput by 28.9% to 2.87 million tons. The throughput of the port of Nakhodka fell down by 3.9% to 4 million tons.
Transeurasian Express
The Ministry of Transport and Communications of the Republic of Kazakhstan is preparing to construct Zhezkazgan-Saksaulsky-Shalkar-Beineu railway with the length of more than 1,000 kilometers. The project is estimated at USD 1.5 billion. Nowadays, it is one of the largest infrastructure projects in the transport sector of Kazakhstan.
The Minister of Transport and Communications of the Republic of Kazakhstan Askar Mamin said that nowadays negotiations to fund the project are being held. In the Minister's words, a number of investors are interested in the project. The new railway is to become a part of the transit corridor "border of China-port of Aktau-Baku-Georgia-Turkey-European countries". The Kazakh Ministry of Transport and Communications forecast that it will take only 12 days to transport Chinese goods to the European ports (currently the delivery time is 40 days, since the freight is carried by sea).
Until now it was the state that financed railway construction. It used both credits and direct investments. The construction of the new railway will be financed according to the concession agreement scheme. The same scheme will be used to construct a new international airport in Aktau.
Construction of Customs Terminal
A large Russian logistic integrator - Transsphere group of companies is constructing a customs terminal in Vilnius. The group's President Sergey Shidlovsky said that CJSC Vinges Transsphere Logistika is responsible for the construction. The CJSC was launched in cooperation with Vinges Terminalas CJSC.
The total area of the object amounts to 4 hectares. The terminal will consist of warehouses with the area of 17,350 sq.m., and offices with the area of 1,400 sq.m. Besides, it is planned to construct a parking for 50 road-trains.
"The main target of the new customs terminal is consolidation of the trade flows from the countries of Central Europe. Some time ago we, as well as most other operators, worked in Helsinki, but very soon we understood that it is not profitable to transport cargo, for example, from Italy to Finland and only then to Russia", S.Shidlovsky said. According to him, the terminal will service cargo 24 hours a day, since the project envisages construction of 40 loading gates. About EUR 5 million will be invested into the project. The terminal will be put into operation in winter-spring of 2007, S.Shidlovsky said.
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[DETAIL_TEXT] => FESCO (Far-Eastern Shipping Company)and Vladivostok Sea Port are launchinga container terminal JSC Far Eastern Container Terminal.
First vessels will be serviced in May 2006.
New container terminal will be created on the basis of the existing container terminals of Vladivostok Sea Port.
E. Ambrosov, the Vladivostok Sea Port CEO, said that the project will increase the handling capacity of the Far Eastern Region, and will help to carry out the existing projects (one of them- in partnership with Toyota). FESCO on a par with Sea Port of Vladivostok own JSC Vladovostok Container Terminal. Vladovostok Container Terminal handled 34,563 TEU in Q1 of 2006, 44% up year-on-year.
Project of Caspian - Azov Canal Is Under Discussion
The RF Federal Agency of Water Resources and the RF Ministry of Transport are discussing the project of the Caspian -Azov Canal construction. The design length of the canal is 650 kilometers, the Head of the RF Federal Agency of Water Resources Rustem Khamitov said.
"The freight flow along the canal will be very large, since it will include the Kazakh oil and the goods transported from China via Iran". He also pointed out that the problem of filling the canal with fresh water is being solved. "We are looking for fresh water resources, because the south of Russia lacks water", R. Khamitov added.
FTS Increased List of Tank-Wagons for Mazut and Oil Transportation
The RF Federal Tariff Service increased the list of tank-wagons for mazut and oil transportation, for which tariff on transportation is calculated on the basis of real loading.
At the meeting held on April 25, the Board of the RF Federal Tariff Service decided to enlarge the list of tank-wagon sizes, including 14, 15, 16, 17, 25a, 26, 27, 30, 54, 55, 57, 60, 65, 75, 76 sizes. Nowadays, only tank-wagons of size 25 are tariffed on the basis of real loading.
To Create World-Wide Standard Transport Infrastructure
"Competitiveness increase and transportation potential development are the strategic points for the RF Ministry of Transport", Igor Levitin, the RF Minister of Transport, said at the Government meeting held on April 20.
According to I. Levitin, this will form world-wide standard transport infrastructure in Russia, help to integrate the Russian transportation system into the world-wide transportation system, and increase the role of the transportation sector in the Russian GDP. If the target is reached, it will increase the transportation volume to 25-30 million tons by 2010 and get an extra profit for more than USD 6 billion. New logistic technologies will speed up cargo handling and transportation. That will reduce transportation constituent in the products total price to 12% (from 15%). The second target point is complex modernization of the transport infrastructure to ensure the smooth export of key production (energy carriers). Seaport structure modernization and new sea terminals construction are the key points. Also a network of hub airports will be created. Land infrastructure modernization will allow the growth in transfer passenger numbers to 3-4 million. "Strategic energy carriers' transportation by pipeline network, sea and railway transport should be coordinated. That's important for the economy and transportation security of the country", I. Levitin said.
The third key point is the increase of Russian transporters' competitiveness.
Russian Troyka Presented New Linear Service
ZAO Russian Troyka presented a linear service "Asian Pacific Region - RF European centre" at the Nakhodka (Vostochny)-Moscow route, to increase the commercial attraction of intermodal service base on the Russian transport infrastructure.
Special train-forming technology is a special feature of the service. The new system is based on the principle of "forming container consignment before platform is delivered" instead of "a platform waits for a container" principle, used before. Logistics optimization and time saving are the main benefits of the new system. The stable functioning of the linear service is confirmed by Nakhodka (Vostochny)-Taganrog line. The block train has been in operation for a year. The technology guarantees 18 days of intermodal transportation, including 11 days railway transportation. That is twice faster than transportation by sea. 14,000 containers have been transported already. Transportation volume is to increase to 22,000 containers annually.
Block trains depart from Nakhodka (Vostochny) every week. 20 feet and 40 feet custom cleared containers are used for transportation.
E-invoices are being implemented now.
Far Eastern Transport Group Concluded Contract With Rosneft
In May, OAO Far Eastern Transport Group and OAO Rosneft concluded a contract for oil transportation from Uyar station to Dzemgi station using the company's own and rented rolling stock. In the near future, OAO Far Eastern Transport Group plans to transport 145 thousand tons of oil.
Nowadays, 59 thousand tons of crude has been transported along this route, 14% more than it was planned. 960 tank-wagons is used for oil transportation. The oil terminal with the annual capacity of 10 million tons was put into testing operation at the Uyar station on April 1, 2006. The decision about the terminal construction was taken at the beginning of 2005, after concluding the contract on Russian oil delivery to China.
RF Seaports: Throughput Remains the Same
Russian seaport throughput exceeded 94.2 million tons in the first quarter of 2006.
In total, Russian stevedoring companies handled 38 million tons of dry cargoes, 21% down year-on-year, and 56.2 million tons of liquid bulks, 7% up year-on-year.
In the North-Western region throughput increased by 3%. Transportation volume exceeded 41 million. tons, including 15.5 million tons of dry cargoes and 25.5 million. tons of liquid bulk. Saint-Petersburg stevedoring companies' throughput reduced by 4.4% to10.8 million tons, the throughput of the port of Murmansk increased by 1.6% to 7.5 million. tons. JSC "Specmornefteport" (port of Primorsk) throughput increased by 7% to 14.9 million tons.
38 million tons were transported via the ports of the Southern basin, 6% up year-on-year, including 10.7 million tons of dry cargoes, 9% up year-on-year, and 27.3 million tons of liquid bulk, 5% up year-on-year.
Novorossiysk stevedoring companies handled 28.3 million tons, 6.4% up year-on-year, including 6.6 million tons of dry cargoes, 15% up year-on-year, and 21.7 million tons of liquid bulks, 4% up year-on-year. The sea port of Tuapse increased throughput by 3.7% to 5.2 million tons, including 1.7 million tons of dry cargoes (+10%), and 3.5 million tons of liquid bulk (+0.09%).
Total throughput of Far Eastern ports reduced by 5.4% because of dry cargoes and amounted to 15.17 mln. tons (16 million tons in Q1 of 2005). Dry cargoes handling reduced by 10% to 11.9 million tons. Liquid bulk handling grew by 11% to 3.3 million tons.
The throughput of the stevedoring companies in the port of Vostochny decreased by 7.2% to 4.47 mln. tons. The port of Vladivostok reduced its throughput by 28.9% to 2.87 million tons. The throughput of the port of Nakhodka fell down by 3.9% to 4 million tons.
Transeurasian Express
The Ministry of Transport and Communications of the Republic of Kazakhstan is preparing to construct Zhezkazgan-Saksaulsky-Shalkar-Beineu railway with the length of more than 1,000 kilometers. The project is estimated at USD 1.5 billion. Nowadays, it is one of the largest infrastructure projects in the transport sector of Kazakhstan.
The Minister of Transport and Communications of the Republic of Kazakhstan Askar Mamin said that nowadays negotiations to fund the project are being held. In the Minister's words, a number of investors are interested in the project. The new railway is to become a part of the transit corridor "border of China-port of Aktau-Baku-Georgia-Turkey-European countries". The Kazakh Ministry of Transport and Communications forecast that it will take only 12 days to transport Chinese goods to the European ports (currently the delivery time is 40 days, since the freight is carried by sea).
Until now it was the state that financed railway construction. It used both credits and direct investments. The construction of the new railway will be financed according to the concession agreement scheme. The same scheme will be used to construct a new international airport in Aktau.
Construction of Customs Terminal
A large Russian logistic integrator - Transsphere group of companies is constructing a customs terminal in Vilnius. The group's President Sergey Shidlovsky said that CJSC Vinges Transsphere Logistika is responsible for the construction. The CJSC was launched in cooperation with Vinges Terminalas CJSC.
The total area of the object amounts to 4 hectares. The terminal will consist of warehouses with the area of 17,350 sq.m., and offices with the area of 1,400 sq.m. Besides, it is planned to construct a parking for 50 road-trains.
"The main target of the new customs terminal is consolidation of the trade flows from the countries of Central Europe. Some time ago we, as well as most other operators, worked in Helsinki, but very soon we understood that it is not profitable to transport cargo, for example, from Italy to Finland and only then to Russia", S.Shidlovsky said. According to him, the terminal will service cargo 24 hours a day, since the project envisages construction of 40 loading gates. About EUR 5 million will be invested into the project. The terminal will be put into operation in winter-spring of 2007, S.Shidlovsky said.
[~DETAIL_TEXT] => FESCO (Far-Eastern Shipping Company)and Vladivostok Sea Port are launchinga container terminal JSC Far Eastern Container Terminal.
First vessels will be serviced in May 2006.
New container terminal will be created on the basis of the existing container terminals of Vladivostok Sea Port.
E. Ambrosov, the Vladivostok Sea Port CEO, said that the project will increase the handling capacity of the Far Eastern Region, and will help to carry out the existing projects (one of them- in partnership with Toyota). FESCO on a par with Sea Port of Vladivostok own JSC Vladovostok Container Terminal. Vladovostok Container Terminal handled 34,563 TEU in Q1 of 2006, 44% up year-on-year.
Project of Caspian - Azov Canal Is Under Discussion
The RF Federal Agency of Water Resources and the RF Ministry of Transport are discussing the project of the Caspian -Azov Canal construction. The design length of the canal is 650 kilometers, the Head of the RF Federal Agency of Water Resources Rustem Khamitov said.
"The freight flow along the canal will be very large, since it will include the Kazakh oil and the goods transported from China via Iran". He also pointed out that the problem of filling the canal with fresh water is being solved. "We are looking for fresh water resources, because the south of Russia lacks water", R. Khamitov added.
FTS Increased List of Tank-Wagons for Mazut and Oil Transportation
The RF Federal Tariff Service increased the list of tank-wagons for mazut and oil transportation, for which tariff on transportation is calculated on the basis of real loading.
At the meeting held on April 25, the Board of the RF Federal Tariff Service decided to enlarge the list of tank-wagon sizes, including 14, 15, 16, 17, 25a, 26, 27, 30, 54, 55, 57, 60, 65, 75, 76 sizes. Nowadays, only tank-wagons of size 25 are tariffed on the basis of real loading.
To Create World-Wide Standard Transport Infrastructure
"Competitiveness increase and transportation potential development are the strategic points for the RF Ministry of Transport", Igor Levitin, the RF Minister of Transport, said at the Government meeting held on April 20.
According to I. Levitin, this will form world-wide standard transport infrastructure in Russia, help to integrate the Russian transportation system into the world-wide transportation system, and increase the role of the transportation sector in the Russian GDP. If the target is reached, it will increase the transportation volume to 25-30 million tons by 2010 and get an extra profit for more than USD 6 billion. New logistic technologies will speed up cargo handling and transportation. That will reduce transportation constituent in the products total price to 12% (from 15%). The second target point is complex modernization of the transport infrastructure to ensure the smooth export of key production (energy carriers). Seaport structure modernization and new sea terminals construction are the key points. Also a network of hub airports will be created. Land infrastructure modernization will allow the growth in transfer passenger numbers to 3-4 million. "Strategic energy carriers' transportation by pipeline network, sea and railway transport should be coordinated. That's important for the economy and transportation security of the country", I. Levitin said.
The third key point is the increase of Russian transporters' competitiveness.
Russian Troyka Presented New Linear Service
ZAO Russian Troyka presented a linear service "Asian Pacific Region - RF European centre" at the Nakhodka (Vostochny)-Moscow route, to increase the commercial attraction of intermodal service base on the Russian transport infrastructure.
Special train-forming technology is a special feature of the service. The new system is based on the principle of "forming container consignment before platform is delivered" instead of "a platform waits for a container" principle, used before. Logistics optimization and time saving are the main benefits of the new system. The stable functioning of the linear service is confirmed by Nakhodka (Vostochny)-Taganrog line. The block train has been in operation for a year. The technology guarantees 18 days of intermodal transportation, including 11 days railway transportation. That is twice faster than transportation by sea. 14,000 containers have been transported already. Transportation volume is to increase to 22,000 containers annually.
Block trains depart from Nakhodka (Vostochny) every week. 20 feet and 40 feet custom cleared containers are used for transportation.
E-invoices are being implemented now.
Far Eastern Transport Group Concluded Contract With Rosneft
In May, OAO Far Eastern Transport Group and OAO Rosneft concluded a contract for oil transportation from Uyar station to Dzemgi station using the company's own and rented rolling stock. In the near future, OAO Far Eastern Transport Group plans to transport 145 thousand tons of oil.
Nowadays, 59 thousand tons of crude has been transported along this route, 14% more than it was planned. 960 tank-wagons is used for oil transportation. The oil terminal with the annual capacity of 10 million tons was put into testing operation at the Uyar station on April 1, 2006. The decision about the terminal construction was taken at the beginning of 2005, after concluding the contract on Russian oil delivery to China.
RF Seaports: Throughput Remains the Same
Russian seaport throughput exceeded 94.2 million tons in the first quarter of 2006.
In total, Russian stevedoring companies handled 38 million tons of dry cargoes, 21% down year-on-year, and 56.2 million tons of liquid bulks, 7% up year-on-year.
In the North-Western region throughput increased by 3%. Transportation volume exceeded 41 million. tons, including 15.5 million tons of dry cargoes and 25.5 million. tons of liquid bulk. Saint-Petersburg stevedoring companies' throughput reduced by 4.4% to10.8 million tons, the throughput of the port of Murmansk increased by 1.6% to 7.5 million. tons. JSC "Specmornefteport" (port of Primorsk) throughput increased by 7% to 14.9 million tons.
38 million tons were transported via the ports of the Southern basin, 6% up year-on-year, including 10.7 million tons of dry cargoes, 9% up year-on-year, and 27.3 million tons of liquid bulk, 5% up year-on-year.
Novorossiysk stevedoring companies handled 28.3 million tons, 6.4% up year-on-year, including 6.6 million tons of dry cargoes, 15% up year-on-year, and 21.7 million tons of liquid bulks, 4% up year-on-year. The sea port of Tuapse increased throughput by 3.7% to 5.2 million tons, including 1.7 million tons of dry cargoes (+10%), and 3.5 million tons of liquid bulk (+0.09%).
Total throughput of Far Eastern ports reduced by 5.4% because of dry cargoes and amounted to 15.17 mln. tons (16 million tons in Q1 of 2005). Dry cargoes handling reduced by 10% to 11.9 million tons. Liquid bulk handling grew by 11% to 3.3 million tons.
The throughput of the stevedoring companies in the port of Vostochny decreased by 7.2% to 4.47 mln. tons. The port of Vladivostok reduced its throughput by 28.9% to 2.87 million tons. The throughput of the port of Nakhodka fell down by 3.9% to 4 million tons.
Transeurasian Express
The Ministry of Transport and Communications of the Republic of Kazakhstan is preparing to construct Zhezkazgan-Saksaulsky-Shalkar-Beineu railway with the length of more than 1,000 kilometers. The project is estimated at USD 1.5 billion. Nowadays, it is one of the largest infrastructure projects in the transport sector of Kazakhstan.
The Minister of Transport and Communications of the Republic of Kazakhstan Askar Mamin said that nowadays negotiations to fund the project are being held. In the Minister's words, a number of investors are interested in the project. The new railway is to become a part of the transit corridor "border of China-port of Aktau-Baku-Georgia-Turkey-European countries". The Kazakh Ministry of Transport and Communications forecast that it will take only 12 days to transport Chinese goods to the European ports (currently the delivery time is 40 days, since the freight is carried by sea).
Until now it was the state that financed railway construction. It used both credits and direct investments. The construction of the new railway will be financed according to the concession agreement scheme. The same scheme will be used to construct a new international airport in Aktau.
Construction of Customs Terminal
A large Russian logistic integrator - Transsphere group of companies is constructing a customs terminal in Vilnius. The group's President Sergey Shidlovsky said that CJSC Vinges Transsphere Logistika is responsible for the construction. The CJSC was launched in cooperation with Vinges Terminalas CJSC.
The total area of the object amounts to 4 hectares. The terminal will consist of warehouses with the area of 17,350 sq.m., and offices with the area of 1,400 sq.m. Besides, it is planned to construct a parking for 50 road-trains.
"The main target of the new customs terminal is consolidation of the trade flows from the countries of Central Europe. Some time ago we, as well as most other operators, worked in Helsinki, but very soon we understood that it is not profitable to transport cargo, for example, from Italy to Finland and only then to Russia", S.Shidlovsky said. According to him, the terminal will service cargo 24 hours a day, since the project envisages construction of 40 loading gates. About EUR 5 million will be invested into the project. The terminal will be put into operation in winter-spring of 2007, S.Shidlovsky said.
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[DETAIL_TEXT] => Nowadays the transport system of Kazakhstan is ready to fulfill the country's transportation demands. However, most experts believe that, because of the high rate of economic growth in the republic, the necessity of forward development in its separate sectors is quite obvious. Thus, special attention is paid to carrying out scaled infrastructure projects aimed at strengthening the transport potential of Kazakhstan. The Minister of Transport and Communications of the Republic of Kazakhstan Askar Mamin comments on the results and priority activities in the transportation sector.
- Mr. Mamin, what are the aims of the country's transport sector development in future?
- The President of our country Nursultan Nazarbayev set us the following target: to reach such an economy development level that will enable Kazakhstan to become one of the top 50 most competitive states in the world. The transport system is clearly crucial in reaching the targets, so the sector's role becomes more important.
The following aims are a priority in the railway sector: increase of carrying capacity for main railways, renewal of rolling stock, putting new technologies into operation, and creation of transport and logistic centers.
Carrying out the Programme of road network development in the Republic of Kazakhstan in 2006-2012 will improve the condition of roads. Over 25,000 kilometers of roads of state importance and over 18,000 kilometers of local roads will be renewed. The reconstruction of six international transit corridors will be completed.
As for civil aviation, we are going to continue the practice of modern air fleet exploitation, purchase planes of new generation, modernize and develop land infrastructure objects. In particular, at the expense of budget and private means, runways and passenger and freight terminals will be reconstructed in the airports of Chymkent, Kustanai, Pavlodar, Uralsk, Kyzylordy, Aktau, Karagandy, Semei, Taldykorgan, Kokchetau, Petropavlovsk, Taraz and Balkhash.
In the sea transport sector, the main targets are enlargement of the international sea port of Aktau, development of infrastructure in the ports of Bautino and Kuryk, modernization of the river port of Atyrau, ship building and ship repair enterprises of the Irtysh and the Ural basins, renewal of the state technical fleet, development of the merchant sea fleet.
- What main investment projects aimed at further development of the transport sector are to be carried out in the near future?
- Railway sector development envisages carrying out a number of significant and capital-intensive projects of new infrastructure objects construction. There is a target to form the national railway network to optimize freight transportation along the shortest routes between the Republic's regions and speed up their delivery abroad.
In correspondence with the Programme of Road Sector Development in 2006-2012, the priority aims are to transfer the Astana-Schuchinsk road with the length of 223 kilometers to the first technical category, and to complete the reconstruction of six international transit corridors with the total length of 8,290 kilometers.
As for the international road transportation, a project "New Eurasian Transport Initiative" (NELTI) is being carried out. The project envisages freight transportation by road hauliers along Beijing-Berlin corridor via Russia. The annual volume of the prospective transportation amounts to 80,000 containers, and up to 10,000 motor transport facilities will be used. Last October, the testing auto-caravan ran along the Beijing-Berlin-Brussels route.
The priority projects of the civil aviation sector is the reconstruction of airports in Aktoba, Chymkent, Pavlodar, Aktau, Kustanai, as well as the development of the joint-stock company "Air Astana" which envisages an increase in their air park. This year the company will use an operating leasing to purchase six new foreign planes of "Boeing-757" and "Airbus-320" types.
We believe that some preferences should be given to the national air carriers and favourable credit conditions for purchase of modern air fleet should be created. It is also necessary to stir up the activities of ZAO Kazavialeasing, which could purchase new planes to lease them to the Kazakh air companies on privileged terms. The current favourable investment climate in Kazakhstan makes us optimistic about the further improvement and development of the country's railway sector.
- Could you evaluate the results in the transport sector in 2005 and the beginning of 2006?
- In 2005, almost all transport modes increased transportation volumes. Thus, the country's economy is on the rise. Last year, 1,732.3 million tons of freight was transported in the Republic, 4% up year-on-year. In 2005, the throughput amounted to 223.8 billion t/km, 6.8% up year-on-year. Transport services were provided to more than 9.9 million passengers, 5.8% up year-on-year.
The most important constituent of the transport sector is the railway transport, which carried over 70% of the total throughput. In 2004, 215.5 million tons of freight was transported by railway; in 2005 railway transport carried 223 million tons. Coal, iron ore, oil bulk and construction materials made the bulk of the freight. Last year the share of oil and products in the total railway transportation volume amounted to 11% or 22.5 million tons. The transit transportation figures in H1 of 2005 were the best for the last seven years. It was caused by the high ratio of economic development in Russia, China, countries of Central Asia and the Middle East, as well as by use of competitive tariffs, holding of marketing events, and active work with clients,
As for the first quarter of the current year, the Republic's transport enterprises transported about 364 million tons of freight, 5.2% up year-on-year; their throughput increased by 8.8%. At the same time, almost 55 million tons of freight was carried by the railway transport, 3.3% up year-on-year. Freight transportation volume increased due to high dynamics of loading of coal (+4.8%), iron metal ore (+9%), ferrous metals and grain (+16.3% and 23.7% respectively). As for foreign trade freight transportation, export freight amounts to 35% of the Republic railway transport throughput, while the share of import is 5%. In Q1 of 2006, export transportation volume grew by 20.6% (due to attraction of additional volumes of coal and ferrous metals), and import transportation volume reduced by 2.8%. Transit volume remained the same.
- What measures are taken to increase the efficiency of Kazakhstan as a transit corridor?
- The economy of Kazakhstan, situated between the capacious and dynamically developing markets of Europe, Eastern and South-East Asia, depends on the efficient use of potentially high transit capabilities of the state. The construction of multivariate railways connecting Europe and Asia is in the interests of all the countries of the Eurasian continent and among the basic priorities of Kazakhstan, since almost all Asia-Europe transport corridors cross the territory of our country.
Nowadays, our strategic target is to use the unique geographical position of the republic efficiently. Thus, one of our main priorities is to integrate the transport sector of this country into the Eurasian transport system. Kazakhstan must become an important link of the chain connecting Europe and Asia. To reach the target, the Kazakh Ministry of Transport and Communications developed the project entitled "Transport strategy of Kazakhstan until 2015". The document envisages several dozens investment projects. One of the most important, from the point of view of international transit, is the border crossing Dostyk (Druzhba) - Alashankou on the border of Kazakhstan and China. Nowadays, it is the key link of the Transasian railway with the carrying capacity of 14 million tons per annum. In the framework of the Transport strategy, a Programme of development for this border crossing has been drafted. It envisages an increase of the border crossing carrying capacity to 25 million tons per annum, and an improvement of the social sphere at the Dostyk station. The sum of the investments to develop the border crossing and the Aktogai-Dostyk railway will amount to more than 54 billion tenge (about EUR 359 million).
Another priority target is the construction of a new line Shalkar - Beineu Saksaulskaya. When the project is completed, the distance of the railway route, connecting the western region and the Asian countries via the sea port of Aktau will reduce by 600 kilometers on average.
Besides, taking into consideration the constantly increasing volume of cargo flows between Europe and Asia, and the fast development of the western regions of China, there appears the necessity for the Saryozek-Horgos railway line and Horgos border crossing.
The practice of demonstrational speeded up block train running along the international corridors showed that nowadays the competitiveness of the railway corridors crossing the territory of Kazakhstan is limited because of the organizational and technological drawbacks; however, the technical possibilities of the state are quite acceptable. The main problems are the difficulties in defining the through tariff rates and delays at border crossings.
- How will the sea transportation sector develop?
- In the framework of the Programme for merchant sea fleet, the national company Kazmortransflot is forming tanker, dry cargo and auxiliary fleet. In 2005, the Vyborg ship building yard constructed and put into operation two tankers "Astana" and "Almaty" with the dead weight of 12,000 tons. Nowadays both tankers service the route Aktau-Makhachkala. The third tanker "Aktau" is to be constructed this year.
The main freight for the sea operations supporting fleet is mining rocks for artificial islands construction, combustive-lubricating materials, oil facilities, metal constructions etc. In 2005, the volume of mining rocks transportation by private vessels from the port of Bautino to Kashagan amounted to 232 thousand tons, 197% up year-on-year.
To increase transportation of freight for oil extracting companies, in 2005 six barges were ordered at the Zelendolsky ship building yard (Tatarstan). This year, four more barges and two trunk towboats with small draft are to be put into operation. Thus, the volume of mining rocks transportation to the fields being developed will amount to one million tons in 2006.
The prospective growth of cargo flows, potentially oriented at sea ports, brings forward the strategic importance of port infrastructure construction to provide the necessary service pack to the increasing freight transportation volume. That is why the ports of the Caspian coast are developed. The international commercial sea port of Aktau is one of the largest transport junctions in the Republic of Kazakhstan. In the framework of the international transport corridors North-South and TRACECA, freight is carried along the following lines: Aktau-Anzali, Aktau-Neka, Aktau-Amirobad, and Aktau-Baku-Poti. The current capacity of the port is 9.5 million tons of oil bulk and 1.5 million tons of dry cargoes per annum. To create competition and attract investments to the port infrastructure construction, the project of enlarging the port of Aktau to the north is carried out on the basis of public-private partnership. As a result, the port's annual handling capacity will make 20 million tons of oil bulk and 3 million tons of dry cargoes in 2009.
In the framework of the state programme to develop the Kazakh sector of the Caspian Sea, in the port of Bautino a shore base of sea operation support, a stationary station for vessel fuelling, and an emergency base are being built. The port of Kuryk can become a terminal oriented at export freight handling to provide for Kazakhstan's participation in the project of oil transportation on the route Baku-Tbilisi-Ceyhan.
- How do you evaluate the railway transport reform? What problems have not been solved yet?
- The main task in reforming the railway transport is separating off the supplying activities from the basic ones, the creation of a competitive market for passenger and freight transportation, as well as its repair, and improvement of the normative-legislative base alongside with the solution of passenger transportation funding problem. The Programme of railway transport restructuring in the Republic of Kazakhstan for 2004-2006, which is the general strategy in the further development of the sector, envisages that the railway will remain the property of the state. To complete the restructuring process, in the near future AO NK Kazakstan Temir Zholy is to give its functions of a carrier to AO Kazzheldortrans. This will create conditions for competition in the transport sector.
100% shareholding of two joint stock companies, Kazzheldortrans and Locomotive, providing locomotive services is included in the authorized capital of the country's largest railway company AO NK Kazkstan Temir Zholy. In the framework of the national company main-line network direction, responsible for the network development, exploitation and maintenance, and Transportation direction, managing transportation process and controlling the safety of transportation, were established. 51 repair and maintenance enterprises were allocated to the competition economy sector; railway stations, water- and heat supply objects were transferred to the municipal property.
The reforms enable private companies owning rolling stock to develop. Nowadays, 30% of the total throughput is transported by 26,000 private wagons. A target is set that all the private companies have equal and non-discriminating access to the main-line network and to the services provided by the locomotive company. Tariffs on locomotive services, freight and commercial works, as well as use of freight wagons and containers, were approved.
To provide main-line network services and to develop a suitable order of cooperation for the participants of the transportation process, the Government of Kazakhstan is to approve a respective standard contract, which is now being approved by the adjacent state bodies. Amendments should be made in the tax legislation. Thus, all the main participants of the transportation process must be given an opportunity to pay zero VAT. To do it, the Ministry of Finance should approve the system to separate off the respective revenues of main-line and locomotive operation in correspondence with the type of transportation.
At the same time, it is necessary to pay attention to the IT database of transportation process management. The software developed by the main calculation center of OAO RZD does not envisage a separate registration of the production figures for new participants of the transportation process. This makes it impossible to provide necessary reports and initial financial documents for the internal payments emerging between new subjects during the restructuring process. That is why an alternative IT system, including software, is needed.
In accordance with the adopted budget programme for 2006, over eight million tenge (about EUR 53 thousand) was given from the Republic's budget to subsidize the republic's and international railway passenger transportation, and over one billion tenge (EUR 6.6 million) was given to subsidize suburban passenger transportation.
A normative-legislation base servicing the reforms and the development of the railway center has been created. The law "On putting amendments and addenda to some legislative documents of the Republic of Kazakhstan concerning railway transport" was adopted in the Republic of Kazakhstan.
The events being held are aimed to increase the transparency of the railway enterprises' activities, while the state keeps control over the main-line network. They will also enable to attract private investments for rolling stock renewal and the main funds of the supplying enterprises. Thus, Kazakstan Temir Zholy will be able to invest its resources into the improvement of the main-line network and transportation process development. Further dynamic development of the sector in the market conditions will only favour the country's economy.
- Could you comment on Kazakhstan and Russia's cooperation in the transport sector?
- The countries have no problems in the common transport sector. Cooperation in the railway sector is provided in the framework of the Central Council of Railway Transport of the CIS and the Baltic states and the Organization of Railways' Cooperation. It is also regulated by the Agreement on the specifics of legislative regulation for railway transport enterprises, institutions and organizations, as concluded by the Governments of Kazakhstan and Russia on October 18, 1996. Last year the Russian-Kazakh turnover amounted to USD 9,518 million, while in 2004 it made USD 7,650.6 million. Last year, over 10 million tons (67% of the total import volume) was imported to Kazakhstan from Russia. Kazakhstan exported 38 thousand tons to Russia (54.5% of the Kazakh total export). The railway companies of the two countries - OAO RZD and KazakstanTemirZholy - actively participate in the organization of freight transportation along the international Eurasian transport corridors.
Separate problems that need joint actions are solved by means of negotiations and adoption of separate intergovernmental documents. For example, in May 2005 the Kazakh-Russian intergovernmental Agreement on construction and exploitation of a border bridge crossing via the Kigach river between Astrakhan and Atyrau came in force. Our countries concluded a two-sided agreement on international road transportation. In the framework of the document, there is a non-resolving system of Russia-Kazakhstan and transit transportation, and a resolving system for transportation to other countries and back. In correspondence with the Convention on passenger and luggage transportation, about 90 routes function on the Kazakhstan-Russia direction.
Nowadays, the draft of an intergovernmental Agreement on cooperation in the sea transport sphere is being approved. One of its main targets is to give permission to the Kazakh vessels to use the inner water ways of Russia. There is also a draft for an Agreement on organization of a direct international-ferry communication via the ports of the Astrakhan water transport junction, Makhachkala and Aktau, which will allow a regular freight transportation. A draft of the document on the terms of transportation by Russian ro-ro vessels, such as "Composer", between the ports of Kazakhstan and Russia in the Caspian Sea is being created. The Kazakh port of Aktau may increase its handling of Russian and transit freight. Besides, a decision has been made about joint dredging works in the part of the Irtysh river from Pavlodar to Omsk. The current close cooperation between the two states in the transport sphere enables us to say that the partner relations between Russia and Kazakhstan will develop. It is necessary for the progress of our countries' respective economies.
Interviewed by TATYANA TOKAREVA
[~DETAIL_TEXT] => Nowadays the transport system of Kazakhstan is ready to fulfill the country's transportation demands. However, most experts believe that, because of the high rate of economic growth in the republic, the necessity of forward development in its separate sectors is quite obvious. Thus, special attention is paid to carrying out scaled infrastructure projects aimed at strengthening the transport potential of Kazakhstan. The Minister of Transport and Communications of the Republic of Kazakhstan Askar Mamin comments on the results and priority activities in the transportation sector.
- Mr. Mamin, what are the aims of the country's transport sector development in future?
- The President of our country Nursultan Nazarbayev set us the following target: to reach such an economy development level that will enable Kazakhstan to become one of the top 50 most competitive states in the world. The transport system is clearly crucial in reaching the targets, so the sector's role becomes more important.
The following aims are a priority in the railway sector: increase of carrying capacity for main railways, renewal of rolling stock, putting new technologies into operation, and creation of transport and logistic centers.
Carrying out the Programme of road network development in the Republic of Kazakhstan in 2006-2012 will improve the condition of roads. Over 25,000 kilometers of roads of state importance and over 18,000 kilometers of local roads will be renewed. The reconstruction of six international transit corridors will be completed.
As for civil aviation, we are going to continue the practice of modern air fleet exploitation, purchase planes of new generation, modernize and develop land infrastructure objects. In particular, at the expense of budget and private means, runways and passenger and freight terminals will be reconstructed in the airports of Chymkent, Kustanai, Pavlodar, Uralsk, Kyzylordy, Aktau, Karagandy, Semei, Taldykorgan, Kokchetau, Petropavlovsk, Taraz and Balkhash.
In the sea transport sector, the main targets are enlargement of the international sea port of Aktau, development of infrastructure in the ports of Bautino and Kuryk, modernization of the river port of Atyrau, ship building and ship repair enterprises of the Irtysh and the Ural basins, renewal of the state technical fleet, development of the merchant sea fleet.
- What main investment projects aimed at further development of the transport sector are to be carried out in the near future?
- Railway sector development envisages carrying out a number of significant and capital-intensive projects of new infrastructure objects construction. There is a target to form the national railway network to optimize freight transportation along the shortest routes between the Republic's regions and speed up their delivery abroad.
In correspondence with the Programme of Road Sector Development in 2006-2012, the priority aims are to transfer the Astana-Schuchinsk road with the length of 223 kilometers to the first technical category, and to complete the reconstruction of six international transit corridors with the total length of 8,290 kilometers.
As for the international road transportation, a project "New Eurasian Transport Initiative" (NELTI) is being carried out. The project envisages freight transportation by road hauliers along Beijing-Berlin corridor via Russia. The annual volume of the prospective transportation amounts to 80,000 containers, and up to 10,000 motor transport facilities will be used. Last October, the testing auto-caravan ran along the Beijing-Berlin-Brussels route.
The priority projects of the civil aviation sector is the reconstruction of airports in Aktoba, Chymkent, Pavlodar, Aktau, Kustanai, as well as the development of the joint-stock company "Air Astana" which envisages an increase in their air park. This year the company will use an operating leasing to purchase six new foreign planes of "Boeing-757" and "Airbus-320" types.
We believe that some preferences should be given to the national air carriers and favourable credit conditions for purchase of modern air fleet should be created. It is also necessary to stir up the activities of ZAO Kazavialeasing, which could purchase new planes to lease them to the Kazakh air companies on privileged terms. The current favourable investment climate in Kazakhstan makes us optimistic about the further improvement and development of the country's railway sector.
- Could you evaluate the results in the transport sector in 2005 and the beginning of 2006?
- In 2005, almost all transport modes increased transportation volumes. Thus, the country's economy is on the rise. Last year, 1,732.3 million tons of freight was transported in the Republic, 4% up year-on-year. In 2005, the throughput amounted to 223.8 billion t/km, 6.8% up year-on-year. Transport services were provided to more than 9.9 million passengers, 5.8% up year-on-year.
The most important constituent of the transport sector is the railway transport, which carried over 70% of the total throughput. In 2004, 215.5 million tons of freight was transported by railway; in 2005 railway transport carried 223 million tons. Coal, iron ore, oil bulk and construction materials made the bulk of the freight. Last year the share of oil and products in the total railway transportation volume amounted to 11% or 22.5 million tons. The transit transportation figures in H1 of 2005 were the best for the last seven years. It was caused by the high ratio of economic development in Russia, China, countries of Central Asia and the Middle East, as well as by use of competitive tariffs, holding of marketing events, and active work with clients,
As for the first quarter of the current year, the Republic's transport enterprises transported about 364 million tons of freight, 5.2% up year-on-year; their throughput increased by 8.8%. At the same time, almost 55 million tons of freight was carried by the railway transport, 3.3% up year-on-year. Freight transportation volume increased due to high dynamics of loading of coal (+4.8%), iron metal ore (+9%), ferrous metals and grain (+16.3% and 23.7% respectively). As for foreign trade freight transportation, export freight amounts to 35% of the Republic railway transport throughput, while the share of import is 5%. In Q1 of 2006, export transportation volume grew by 20.6% (due to attraction of additional volumes of coal and ferrous metals), and import transportation volume reduced by 2.8%. Transit volume remained the same.
- What measures are taken to increase the efficiency of Kazakhstan as a transit corridor?
- The economy of Kazakhstan, situated between the capacious and dynamically developing markets of Europe, Eastern and South-East Asia, depends on the efficient use of potentially high transit capabilities of the state. The construction of multivariate railways connecting Europe and Asia is in the interests of all the countries of the Eurasian continent and among the basic priorities of Kazakhstan, since almost all Asia-Europe transport corridors cross the territory of our country.
Nowadays, our strategic target is to use the unique geographical position of the republic efficiently. Thus, one of our main priorities is to integrate the transport sector of this country into the Eurasian transport system. Kazakhstan must become an important link of the chain connecting Europe and Asia. To reach the target, the Kazakh Ministry of Transport and Communications developed the project entitled "Transport strategy of Kazakhstan until 2015". The document envisages several dozens investment projects. One of the most important, from the point of view of international transit, is the border crossing Dostyk (Druzhba) - Alashankou on the border of Kazakhstan and China. Nowadays, it is the key link of the Transasian railway with the carrying capacity of 14 million tons per annum. In the framework of the Transport strategy, a Programme of development for this border crossing has been drafted. It envisages an increase of the border crossing carrying capacity to 25 million tons per annum, and an improvement of the social sphere at the Dostyk station. The sum of the investments to develop the border crossing and the Aktogai-Dostyk railway will amount to more than 54 billion tenge (about EUR 359 million).
Another priority target is the construction of a new line Shalkar - Beineu Saksaulskaya. When the project is completed, the distance of the railway route, connecting the western region and the Asian countries via the sea port of Aktau will reduce by 600 kilometers on average.
Besides, taking into consideration the constantly increasing volume of cargo flows between Europe and Asia, and the fast development of the western regions of China, there appears the necessity for the Saryozek-Horgos railway line and Horgos border crossing.
The practice of demonstrational speeded up block train running along the international corridors showed that nowadays the competitiveness of the railway corridors crossing the territory of Kazakhstan is limited because of the organizational and technological drawbacks; however, the technical possibilities of the state are quite acceptable. The main problems are the difficulties in defining the through tariff rates and delays at border crossings.
- How will the sea transportation sector develop?
- In the framework of the Programme for merchant sea fleet, the national company Kazmortransflot is forming tanker, dry cargo and auxiliary fleet. In 2005, the Vyborg ship building yard constructed and put into operation two tankers "Astana" and "Almaty" with the dead weight of 12,000 tons. Nowadays both tankers service the route Aktau-Makhachkala. The third tanker "Aktau" is to be constructed this year.
The main freight for the sea operations supporting fleet is mining rocks for artificial islands construction, combustive-lubricating materials, oil facilities, metal constructions etc. In 2005, the volume of mining rocks transportation by private vessels from the port of Bautino to Kashagan amounted to 232 thousand tons, 197% up year-on-year.
To increase transportation of freight for oil extracting companies, in 2005 six barges were ordered at the Zelendolsky ship building yard (Tatarstan). This year, four more barges and two trunk towboats with small draft are to be put into operation. Thus, the volume of mining rocks transportation to the fields being developed will amount to one million tons in 2006.
The prospective growth of cargo flows, potentially oriented at sea ports, brings forward the strategic importance of port infrastructure construction to provide the necessary service pack to the increasing freight transportation volume. That is why the ports of the Caspian coast are developed. The international commercial sea port of Aktau is one of the largest transport junctions in the Republic of Kazakhstan. In the framework of the international transport corridors North-South and TRACECA, freight is carried along the following lines: Aktau-Anzali, Aktau-Neka, Aktau-Amirobad, and Aktau-Baku-Poti. The current capacity of the port is 9.5 million tons of oil bulk and 1.5 million tons of dry cargoes per annum. To create competition and attract investments to the port infrastructure construction, the project of enlarging the port of Aktau to the north is carried out on the basis of public-private partnership. As a result, the port's annual handling capacity will make 20 million tons of oil bulk and 3 million tons of dry cargoes in 2009.
In the framework of the state programme to develop the Kazakh sector of the Caspian Sea, in the port of Bautino a shore base of sea operation support, a stationary station for vessel fuelling, and an emergency base are being built. The port of Kuryk can become a terminal oriented at export freight handling to provide for Kazakhstan's participation in the project of oil transportation on the route Baku-Tbilisi-Ceyhan.
- How do you evaluate the railway transport reform? What problems have not been solved yet?
- The main task in reforming the railway transport is separating off the supplying activities from the basic ones, the creation of a competitive market for passenger and freight transportation, as well as its repair, and improvement of the normative-legislative base alongside with the solution of passenger transportation funding problem. The Programme of railway transport restructuring in the Republic of Kazakhstan for 2004-2006, which is the general strategy in the further development of the sector, envisages that the railway will remain the property of the state. To complete the restructuring process, in the near future AO NK Kazakstan Temir Zholy is to give its functions of a carrier to AO Kazzheldortrans. This will create conditions for competition in the transport sector.
100% shareholding of two joint stock companies, Kazzheldortrans and Locomotive, providing locomotive services is included in the authorized capital of the country's largest railway company AO NK Kazkstan Temir Zholy. In the framework of the national company main-line network direction, responsible for the network development, exploitation and maintenance, and Transportation direction, managing transportation process and controlling the safety of transportation, were established. 51 repair and maintenance enterprises were allocated to the competition economy sector; railway stations, water- and heat supply objects were transferred to the municipal property.
The reforms enable private companies owning rolling stock to develop. Nowadays, 30% of the total throughput is transported by 26,000 private wagons. A target is set that all the private companies have equal and non-discriminating access to the main-line network and to the services provided by the locomotive company. Tariffs on locomotive services, freight and commercial works, as well as use of freight wagons and containers, were approved.
To provide main-line network services and to develop a suitable order of cooperation for the participants of the transportation process, the Government of Kazakhstan is to approve a respective standard contract, which is now being approved by the adjacent state bodies. Amendments should be made in the tax legislation. Thus, all the main participants of the transportation process must be given an opportunity to pay zero VAT. To do it, the Ministry of Finance should approve the system to separate off the respective revenues of main-line and locomotive operation in correspondence with the type of transportation.
At the same time, it is necessary to pay attention to the IT database of transportation process management. The software developed by the main calculation center of OAO RZD does not envisage a separate registration of the production figures for new participants of the transportation process. This makes it impossible to provide necessary reports and initial financial documents for the internal payments emerging between new subjects during the restructuring process. That is why an alternative IT system, including software, is needed.
In accordance with the adopted budget programme for 2006, over eight million tenge (about EUR 53 thousand) was given from the Republic's budget to subsidize the republic's and international railway passenger transportation, and over one billion tenge (EUR 6.6 million) was given to subsidize suburban passenger transportation.
A normative-legislation base servicing the reforms and the development of the railway center has been created. The law "On putting amendments and addenda to some legislative documents of the Republic of Kazakhstan concerning railway transport" was adopted in the Republic of Kazakhstan.
The events being held are aimed to increase the transparency of the railway enterprises' activities, while the state keeps control over the main-line network. They will also enable to attract private investments for rolling stock renewal and the main funds of the supplying enterprises. Thus, Kazakstan Temir Zholy will be able to invest its resources into the improvement of the main-line network and transportation process development. Further dynamic development of the sector in the market conditions will only favour the country's economy.
- Could you comment on Kazakhstan and Russia's cooperation in the transport sector?
- The countries have no problems in the common transport sector. Cooperation in the railway sector is provided in the framework of the Central Council of Railway Transport of the CIS and the Baltic states and the Organization of Railways' Cooperation. It is also regulated by the Agreement on the specifics of legislative regulation for railway transport enterprises, institutions and organizations, as concluded by the Governments of Kazakhstan and Russia on October 18, 1996. Last year the Russian-Kazakh turnover amounted to USD 9,518 million, while in 2004 it made USD 7,650.6 million. Last year, over 10 million tons (67% of the total import volume) was imported to Kazakhstan from Russia. Kazakhstan exported 38 thousand tons to Russia (54.5% of the Kazakh total export). The railway companies of the two countries - OAO RZD and KazakstanTemirZholy - actively participate in the organization of freight transportation along the international Eurasian transport corridors.
Separate problems that need joint actions are solved by means of negotiations and adoption of separate intergovernmental documents. For example, in May 2005 the Kazakh-Russian intergovernmental Agreement on construction and exploitation of a border bridge crossing via the Kigach river between Astrakhan and Atyrau came in force. Our countries concluded a two-sided agreement on international road transportation. In the framework of the document, there is a non-resolving system of Russia-Kazakhstan and transit transportation, and a resolving system for transportation to other countries and back. In correspondence with the Convention on passenger and luggage transportation, about 90 routes function on the Kazakhstan-Russia direction.
Nowadays, the draft of an intergovernmental Agreement on cooperation in the sea transport sphere is being approved. One of its main targets is to give permission to the Kazakh vessels to use the inner water ways of Russia. There is also a draft for an Agreement on organization of a direct international-ferry communication via the ports of the Astrakhan water transport junction, Makhachkala and Aktau, which will allow a regular freight transportation. A draft of the document on the terms of transportation by Russian ro-ro vessels, such as "Composer", between the ports of Kazakhstan and Russia in the Caspian Sea is being created. The Kazakh port of Aktau may increase its handling of Russian and transit freight. Besides, a decision has been made about joint dredging works in the part of the Irtysh river from Pavlodar to Omsk. The current close cooperation between the two states in the transport sphere enables us to say that the partner relations between Russia and Kazakhstan will develop. It is necessary for the progress of our countries' respective economies.
Interviewed by TATYANA TOKAREVA
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[DETAIL_TEXT] => Nowadays the transport system of Kazakhstan is ready to fulfill the country's transportation demands. However, most experts believe that, because of the high rate of economic growth in the republic, the necessity of forward development in its separate sectors is quite obvious. Thus, special attention is paid to carrying out scaled infrastructure projects aimed at strengthening the transport potential of Kazakhstan. The Minister of Transport and Communications of the Republic of Kazakhstan Askar Mamin comments on the results and priority activities in the transportation sector.
- Mr. Mamin, what are the aims of the country's transport sector development in future?
- The President of our country Nursultan Nazarbayev set us the following target: to reach such an economy development level that will enable Kazakhstan to become one of the top 50 most competitive states in the world. The transport system is clearly crucial in reaching the targets, so the sector's role becomes more important.
The following aims are a priority in the railway sector: increase of carrying capacity for main railways, renewal of rolling stock, putting new technologies into operation, and creation of transport and logistic centers.
Carrying out the Programme of road network development in the Republic of Kazakhstan in 2006-2012 will improve the condition of roads. Over 25,000 kilometers of roads of state importance and over 18,000 kilometers of local roads will be renewed. The reconstruction of six international transit corridors will be completed.
As for civil aviation, we are going to continue the practice of modern air fleet exploitation, purchase planes of new generation, modernize and develop land infrastructure objects. In particular, at the expense of budget and private means, runways and passenger and freight terminals will be reconstructed in the airports of Chymkent, Kustanai, Pavlodar, Uralsk, Kyzylordy, Aktau, Karagandy, Semei, Taldykorgan, Kokchetau, Petropavlovsk, Taraz and Balkhash.
In the sea transport sector, the main targets are enlargement of the international sea port of Aktau, development of infrastructure in the ports of Bautino and Kuryk, modernization of the river port of Atyrau, ship building and ship repair enterprises of the Irtysh and the Ural basins, renewal of the state technical fleet, development of the merchant sea fleet.
- What main investment projects aimed at further development of the transport sector are to be carried out in the near future?
- Railway sector development envisages carrying out a number of significant and capital-intensive projects of new infrastructure objects construction. There is a target to form the national railway network to optimize freight transportation along the shortest routes between the Republic's regions and speed up their delivery abroad.
In correspondence with the Programme of Road Sector Development in 2006-2012, the priority aims are to transfer the Astana-Schuchinsk road with the length of 223 kilometers to the first technical category, and to complete the reconstruction of six international transit corridors with the total length of 8,290 kilometers.
As for the international road transportation, a project "New Eurasian Transport Initiative" (NELTI) is being carried out. The project envisages freight transportation by road hauliers along Beijing-Berlin corridor via Russia. The annual volume of the prospective transportation amounts to 80,000 containers, and up to 10,000 motor transport facilities will be used. Last October, the testing auto-caravan ran along the Beijing-Berlin-Brussels route.
The priority projects of the civil aviation sector is the reconstruction of airports in Aktoba, Chymkent, Pavlodar, Aktau, Kustanai, as well as the development of the joint-stock company "Air Astana" which envisages an increase in their air park. This year the company will use an operating leasing to purchase six new foreign planes of "Boeing-757" and "Airbus-320" types.
We believe that some preferences should be given to the national air carriers and favourable credit conditions for purchase of modern air fleet should be created. It is also necessary to stir up the activities of ZAO Kazavialeasing, which could purchase new planes to lease them to the Kazakh air companies on privileged terms. The current favourable investment climate in Kazakhstan makes us optimistic about the further improvement and development of the country's railway sector.
- Could you evaluate the results in the transport sector in 2005 and the beginning of 2006?
- In 2005, almost all transport modes increased transportation volumes. Thus, the country's economy is on the rise. Last year, 1,732.3 million tons of freight was transported in the Republic, 4% up year-on-year. In 2005, the throughput amounted to 223.8 billion t/km, 6.8% up year-on-year. Transport services were provided to more than 9.9 million passengers, 5.8% up year-on-year.
The most important constituent of the transport sector is the railway transport, which carried over 70% of the total throughput. In 2004, 215.5 million tons of freight was transported by railway; in 2005 railway transport carried 223 million tons. Coal, iron ore, oil bulk and construction materials made the bulk of the freight. Last year the share of oil and products in the total railway transportation volume amounted to 11% or 22.5 million tons. The transit transportation figures in H1 of 2005 were the best for the last seven years. It was caused by the high ratio of economic development in Russia, China, countries of Central Asia and the Middle East, as well as by use of competitive tariffs, holding of marketing events, and active work with clients,
As for the first quarter of the current year, the Republic's transport enterprises transported about 364 million tons of freight, 5.2% up year-on-year; their throughput increased by 8.8%. At the same time, almost 55 million tons of freight was carried by the railway transport, 3.3% up year-on-year. Freight transportation volume increased due to high dynamics of loading of coal (+4.8%), iron metal ore (+9%), ferrous metals and grain (+16.3% and 23.7% respectively). As for foreign trade freight transportation, export freight amounts to 35% of the Republic railway transport throughput, while the share of import is 5%. In Q1 of 2006, export transportation volume grew by 20.6% (due to attraction of additional volumes of coal and ferrous metals), and import transportation volume reduced by 2.8%. Transit volume remained the same.
- What measures are taken to increase the efficiency of Kazakhstan as a transit corridor?
- The economy of Kazakhstan, situated between the capacious and dynamically developing markets of Europe, Eastern and South-East Asia, depends on the efficient use of potentially high transit capabilities of the state. The construction of multivariate railways connecting Europe and Asia is in the interests of all the countries of the Eurasian continent and among the basic priorities of Kazakhstan, since almost all Asia-Europe transport corridors cross the territory of our country.
Nowadays, our strategic target is to use the unique geographical position of the republic efficiently. Thus, one of our main priorities is to integrate the transport sector of this country into the Eurasian transport system. Kazakhstan must become an important link of the chain connecting Europe and Asia. To reach the target, the Kazakh Ministry of Transport and Communications developed the project entitled "Transport strategy of Kazakhstan until 2015". The document envisages several dozens investment projects. One of the most important, from the point of view of international transit, is the border crossing Dostyk (Druzhba) - Alashankou on the border of Kazakhstan and China. Nowadays, it is the key link of the Transasian railway with the carrying capacity of 14 million tons per annum. In the framework of the Transport strategy, a Programme of development for this border crossing has been drafted. It envisages an increase of the border crossing carrying capacity to 25 million tons per annum, and an improvement of the social sphere at the Dostyk station. The sum of the investments to develop the border crossing and the Aktogai-Dostyk railway will amount to more than 54 billion tenge (about EUR 359 million).
Another priority target is the construction of a new line Shalkar - Beineu Saksaulskaya. When the project is completed, the distance of the railway route, connecting the western region and the Asian countries via the sea port of Aktau will reduce by 600 kilometers on average.
Besides, taking into consideration the constantly increasing volume of cargo flows between Europe and Asia, and the fast development of the western regions of China, there appears the necessity for the Saryozek-Horgos railway line and Horgos border crossing.
The practice of demonstrational speeded up block train running along the international corridors showed that nowadays the competitiveness of the railway corridors crossing the territory of Kazakhstan is limited because of the organizational and technological drawbacks; however, the technical possibilities of the state are quite acceptable. The main problems are the difficulties in defining the through tariff rates and delays at border crossings.
- How will the sea transportation sector develop?
- In the framework of the Programme for merchant sea fleet, the national company Kazmortransflot is forming tanker, dry cargo and auxiliary fleet. In 2005, the Vyborg ship building yard constructed and put into operation two tankers "Astana" and "Almaty" with the dead weight of 12,000 tons. Nowadays both tankers service the route Aktau-Makhachkala. The third tanker "Aktau" is to be constructed this year.
The main freight for the sea operations supporting fleet is mining rocks for artificial islands construction, combustive-lubricating materials, oil facilities, metal constructions etc. In 2005, the volume of mining rocks transportation by private vessels from the port of Bautino to Kashagan amounted to 232 thousand tons, 197% up year-on-year.
To increase transportation of freight for oil extracting companies, in 2005 six barges were ordered at the Zelendolsky ship building yard (Tatarstan). This year, four more barges and two trunk towboats with small draft are to be put into operation. Thus, the volume of mining rocks transportation to the fields being developed will amount to one million tons in 2006.
The prospective growth of cargo flows, potentially oriented at sea ports, brings forward the strategic importance of port infrastructure construction to provide the necessary service pack to the increasing freight transportation volume. That is why the ports of the Caspian coast are developed. The international commercial sea port of Aktau is one of the largest transport junctions in the Republic of Kazakhstan. In the framework of the international transport corridors North-South and TRACECA, freight is carried along the following lines: Aktau-Anzali, Aktau-Neka, Aktau-Amirobad, and Aktau-Baku-Poti. The current capacity of the port is 9.5 million tons of oil bulk and 1.5 million tons of dry cargoes per annum. To create competition and attract investments to the port infrastructure construction, the project of enlarging the port of Aktau to the north is carried out on the basis of public-private partnership. As a result, the port's annual handling capacity will make 20 million tons of oil bulk and 3 million tons of dry cargoes in 2009.
In the framework of the state programme to develop the Kazakh sector of the Caspian Sea, in the port of Bautino a shore base of sea operation support, a stationary station for vessel fuelling, and an emergency base are being built. The port of Kuryk can become a terminal oriented at export freight handling to provide for Kazakhstan's participation in the project of oil transportation on the route Baku-Tbilisi-Ceyhan.
- How do you evaluate the railway transport reform? What problems have not been solved yet?
- The main task in reforming the railway transport is separating off the supplying activities from the basic ones, the creation of a competitive market for passenger and freight transportation, as well as its repair, and improvement of the normative-legislative base alongside with the solution of passenger transportation funding problem. The Programme of railway transport restructuring in the Republic of Kazakhstan for 2004-2006, which is the general strategy in the further development of the sector, envisages that the railway will remain the property of the state. To complete the restructuring process, in the near future AO NK Kazakstan Temir Zholy is to give its functions of a carrier to AO Kazzheldortrans. This will create conditions for competition in the transport sector.
100% shareholding of two joint stock companies, Kazzheldortrans and Locomotive, providing locomotive services is included in the authorized capital of the country's largest railway company AO NK Kazkstan Temir Zholy. In the framework of the national company main-line network direction, responsible for the network development, exploitation and maintenance, and Transportation direction, managing transportation process and controlling the safety of transportation, were established. 51 repair and maintenance enterprises were allocated to the competition economy sector; railway stations, water- and heat supply objects were transferred to the municipal property.
The reforms enable private companies owning rolling stock to develop. Nowadays, 30% of the total throughput is transported by 26,000 private wagons. A target is set that all the private companies have equal and non-discriminating access to the main-line network and to the services provided by the locomotive company. Tariffs on locomotive services, freight and commercial works, as well as use of freight wagons and containers, were approved.
To provide main-line network services and to develop a suitable order of cooperation for the participants of the transportation process, the Government of Kazakhstan is to approve a respective standard contract, which is now being approved by the adjacent state bodies. Amendments should be made in the tax legislation. Thus, all the main participants of the transportation process must be given an opportunity to pay zero VAT. To do it, the Ministry of Finance should approve the system to separate off the respective revenues of main-line and locomotive operation in correspondence with the type of transportation.
At the same time, it is necessary to pay attention to the IT database of transportation process management. The software developed by the main calculation center of OAO RZD does not envisage a separate registration of the production figures for new participants of the transportation process. This makes it impossible to provide necessary reports and initial financial documents for the internal payments emerging between new subjects during the restructuring process. That is why an alternative IT system, including software, is needed.
In accordance with the adopted budget programme for 2006, over eight million tenge (about EUR 53 thousand) was given from the Republic's budget to subsidize the republic's and international railway passenger transportation, and over one billion tenge (EUR 6.6 million) was given to subsidize suburban passenger transportation.
A normative-legislation base servicing the reforms and the development of the railway center has been created. The law "On putting amendments and addenda to some legislative documents of the Republic of Kazakhstan concerning railway transport" was adopted in the Republic of Kazakhstan.
The events being held are aimed to increase the transparency of the railway enterprises' activities, while the state keeps control over the main-line network. They will also enable to attract private investments for rolling stock renewal and the main funds of the supplying enterprises. Thus, Kazakstan Temir Zholy will be able to invest its resources into the improvement of the main-line network and transportation process development. Further dynamic development of the sector in the market conditions will only favour the country's economy.
- Could you comment on Kazakhstan and Russia's cooperation in the transport sector?
- The countries have no problems in the common transport sector. Cooperation in the railway sector is provided in the framework of the Central Council of Railway Transport of the CIS and the Baltic states and the Organization of Railways' Cooperation. It is also regulated by the Agreement on the specifics of legislative regulation for railway transport enterprises, institutions and organizations, as concluded by the Governments of Kazakhstan and Russia on October 18, 1996. Last year the Russian-Kazakh turnover amounted to USD 9,518 million, while in 2004 it made USD 7,650.6 million. Last year, over 10 million tons (67% of the total import volume) was imported to Kazakhstan from Russia. Kazakhstan exported 38 thousand tons to Russia (54.5% of the Kazakh total export). The railway companies of the two countries - OAO RZD and KazakstanTemirZholy - actively participate in the organization of freight transportation along the international Eurasian transport corridors.
Separate problems that need joint actions are solved by means of negotiations and adoption of separate intergovernmental documents. For example, in May 2005 the Kazakh-Russian intergovernmental Agreement on construction and exploitation of a border bridge crossing via the Kigach river between Astrakhan and Atyrau came in force. Our countries concluded a two-sided agreement on international road transportation. In the framework of the document, there is a non-resolving system of Russia-Kazakhstan and transit transportation, and a resolving system for transportation to other countries and back. In correspondence with the Convention on passenger and luggage transportation, about 90 routes function on the Kazakhstan-Russia direction.
Nowadays, the draft of an intergovernmental Agreement on cooperation in the sea transport sphere is being approved. One of its main targets is to give permission to the Kazakh vessels to use the inner water ways of Russia. There is also a draft for an Agreement on organization of a direct international-ferry communication via the ports of the Astrakhan water transport junction, Makhachkala and Aktau, which will allow a regular freight transportation. A draft of the document on the terms of transportation by Russian ro-ro vessels, such as "Composer", between the ports of Kazakhstan and Russia in the Caspian Sea is being created. The Kazakh port of Aktau may increase its handling of Russian and transit freight. Besides, a decision has been made about joint dredging works in the part of the Irtysh river from Pavlodar to Omsk. The current close cooperation between the two states in the transport sphere enables us to say that the partner relations between Russia and Kazakhstan will develop. It is necessary for the progress of our countries' respective economies.
Interviewed by TATYANA TOKAREVA
[~DETAIL_TEXT] => Nowadays the transport system of Kazakhstan is ready to fulfill the country's transportation demands. However, most experts believe that, because of the high rate of economic growth in the republic, the necessity of forward development in its separate sectors is quite obvious. Thus, special attention is paid to carrying out scaled infrastructure projects aimed at strengthening the transport potential of Kazakhstan. The Minister of Transport and Communications of the Republic of Kazakhstan Askar Mamin comments on the results and priority activities in the transportation sector.
- Mr. Mamin, what are the aims of the country's transport sector development in future?
- The President of our country Nursultan Nazarbayev set us the following target: to reach such an economy development level that will enable Kazakhstan to become one of the top 50 most competitive states in the world. The transport system is clearly crucial in reaching the targets, so the sector's role becomes more important.
The following aims are a priority in the railway sector: increase of carrying capacity for main railways, renewal of rolling stock, putting new technologies into operation, and creation of transport and logistic centers.
Carrying out the Programme of road network development in the Republic of Kazakhstan in 2006-2012 will improve the condition of roads. Over 25,000 kilometers of roads of state importance and over 18,000 kilometers of local roads will be renewed. The reconstruction of six international transit corridors will be completed.
As for civil aviation, we are going to continue the practice of modern air fleet exploitation, purchase planes of new generation, modernize and develop land infrastructure objects. In particular, at the expense of budget and private means, runways and passenger and freight terminals will be reconstructed in the airports of Chymkent, Kustanai, Pavlodar, Uralsk, Kyzylordy, Aktau, Karagandy, Semei, Taldykorgan, Kokchetau, Petropavlovsk, Taraz and Balkhash.
In the sea transport sector, the main targets are enlargement of the international sea port of Aktau, development of infrastructure in the ports of Bautino and Kuryk, modernization of the river port of Atyrau, ship building and ship repair enterprises of the Irtysh and the Ural basins, renewal of the state technical fleet, development of the merchant sea fleet.
- What main investment projects aimed at further development of the transport sector are to be carried out in the near future?
- Railway sector development envisages carrying out a number of significant and capital-intensive projects of new infrastructure objects construction. There is a target to form the national railway network to optimize freight transportation along the shortest routes between the Republic's regions and speed up their delivery abroad.
In correspondence with the Programme of Road Sector Development in 2006-2012, the priority aims are to transfer the Astana-Schuchinsk road with the length of 223 kilometers to the first technical category, and to complete the reconstruction of six international transit corridors with the total length of 8,290 kilometers.
As for the international road transportation, a project "New Eurasian Transport Initiative" (NELTI) is being carried out. The project envisages freight transportation by road hauliers along Beijing-Berlin corridor via Russia. The annual volume of the prospective transportation amounts to 80,000 containers, and up to 10,000 motor transport facilities will be used. Last October, the testing auto-caravan ran along the Beijing-Berlin-Brussels route.
The priority projects of the civil aviation sector is the reconstruction of airports in Aktoba, Chymkent, Pavlodar, Aktau, Kustanai, as well as the development of the joint-stock company "Air Astana" which envisages an increase in their air park. This year the company will use an operating leasing to purchase six new foreign planes of "Boeing-757" and "Airbus-320" types.
We believe that some preferences should be given to the national air carriers and favourable credit conditions for purchase of modern air fleet should be created. It is also necessary to stir up the activities of ZAO Kazavialeasing, which could purchase new planes to lease them to the Kazakh air companies on privileged terms. The current favourable investment climate in Kazakhstan makes us optimistic about the further improvement and development of the country's railway sector.
- Could you evaluate the results in the transport sector in 2005 and the beginning of 2006?
- In 2005, almost all transport modes increased transportation volumes. Thus, the country's economy is on the rise. Last year, 1,732.3 million tons of freight was transported in the Republic, 4% up year-on-year. In 2005, the throughput amounted to 223.8 billion t/km, 6.8% up year-on-year. Transport services were provided to more than 9.9 million passengers, 5.8% up year-on-year.
The most important constituent of the transport sector is the railway transport, which carried over 70% of the total throughput. In 2004, 215.5 million tons of freight was transported by railway; in 2005 railway transport carried 223 million tons. Coal, iron ore, oil bulk and construction materials made the bulk of the freight. Last year the share of oil and products in the total railway transportation volume amounted to 11% or 22.5 million tons. The transit transportation figures in H1 of 2005 were the best for the last seven years. It was caused by the high ratio of economic development in Russia, China, countries of Central Asia and the Middle East, as well as by use of competitive tariffs, holding of marketing events, and active work with clients,
As for the first quarter of the current year, the Republic's transport enterprises transported about 364 million tons of freight, 5.2% up year-on-year; their throughput increased by 8.8%. At the same time, almost 55 million tons of freight was carried by the railway transport, 3.3% up year-on-year. Freight transportation volume increased due to high dynamics of loading of coal (+4.8%), iron metal ore (+9%), ferrous metals and grain (+16.3% and 23.7% respectively). As for foreign trade freight transportation, export freight amounts to 35% of the Republic railway transport throughput, while the share of import is 5%. In Q1 of 2006, export transportation volume grew by 20.6% (due to attraction of additional volumes of coal and ferrous metals), and import transportation volume reduced by 2.8%. Transit volume remained the same.
- What measures are taken to increase the efficiency of Kazakhstan as a transit corridor?
- The economy of Kazakhstan, situated between the capacious and dynamically developing markets of Europe, Eastern and South-East Asia, depends on the efficient use of potentially high transit capabilities of the state. The construction of multivariate railways connecting Europe and Asia is in the interests of all the countries of the Eurasian continent and among the basic priorities of Kazakhstan, since almost all Asia-Europe transport corridors cross the territory of our country.
Nowadays, our strategic target is to use the unique geographical position of the republic efficiently. Thus, one of our main priorities is to integrate the transport sector of this country into the Eurasian transport system. Kazakhstan must become an important link of the chain connecting Europe and Asia. To reach the target, the Kazakh Ministry of Transport and Communications developed the project entitled "Transport strategy of Kazakhstan until 2015". The document envisages several dozens investment projects. One of the most important, from the point of view of international transit, is the border crossing Dostyk (Druzhba) - Alashankou on the border of Kazakhstan and China. Nowadays, it is the key link of the Transasian railway with the carrying capacity of 14 million tons per annum. In the framework of the Transport strategy, a Programme of development for this border crossing has been drafted. It envisages an increase of the border crossing carrying capacity to 25 million tons per annum, and an improvement of the social sphere at the Dostyk station. The sum of the investments to develop the border crossing and the Aktogai-Dostyk railway will amount to more than 54 billion tenge (about EUR 359 million).
Another priority target is the construction of a new line Shalkar - Beineu Saksaulskaya. When the project is completed, the distance of the railway route, connecting the western region and the Asian countries via the sea port of Aktau will reduce by 600 kilometers on average.
Besides, taking into consideration the constantly increasing volume of cargo flows between Europe and Asia, and the fast development of the western regions of China, there appears the necessity for the Saryozek-Horgos railway line and Horgos border crossing.
The practice of demonstrational speeded up block train running along the international corridors showed that nowadays the competitiveness of the railway corridors crossing the territory of Kazakhstan is limited because of the organizational and technological drawbacks; however, the technical possibilities of the state are quite acceptable. The main problems are the difficulties in defining the through tariff rates and delays at border crossings.
- How will the sea transportation sector develop?
- In the framework of the Programme for merchant sea fleet, the national company Kazmortransflot is forming tanker, dry cargo and auxiliary fleet. In 2005, the Vyborg ship building yard constructed and put into operation two tankers "Astana" and "Almaty" with the dead weight of 12,000 tons. Nowadays both tankers service the route Aktau-Makhachkala. The third tanker "Aktau" is to be constructed this year.
The main freight for the sea operations supporting fleet is mining rocks for artificial islands construction, combustive-lubricating materials, oil facilities, metal constructions etc. In 2005, the volume of mining rocks transportation by private vessels from the port of Bautino to Kashagan amounted to 232 thousand tons, 197% up year-on-year.
To increase transportation of freight for oil extracting companies, in 2005 six barges were ordered at the Zelendolsky ship building yard (Tatarstan). This year, four more barges and two trunk towboats with small draft are to be put into operation. Thus, the volume of mining rocks transportation to the fields being developed will amount to one million tons in 2006.
The prospective growth of cargo flows, potentially oriented at sea ports, brings forward the strategic importance of port infrastructure construction to provide the necessary service pack to the increasing freight transportation volume. That is why the ports of the Caspian coast are developed. The international commercial sea port of Aktau is one of the largest transport junctions in the Republic of Kazakhstan. In the framework of the international transport corridors North-South and TRACECA, freight is carried along the following lines: Aktau-Anzali, Aktau-Neka, Aktau-Amirobad, and Aktau-Baku-Poti. The current capacity of the port is 9.5 million tons of oil bulk and 1.5 million tons of dry cargoes per annum. To create competition and attract investments to the port infrastructure construction, the project of enlarging the port of Aktau to the north is carried out on the basis of public-private partnership. As a result, the port's annual handling capacity will make 20 million tons of oil bulk and 3 million tons of dry cargoes in 2009.
In the framework of the state programme to develop the Kazakh sector of the Caspian Sea, in the port of Bautino a shore base of sea operation support, a stationary station for vessel fuelling, and an emergency base are being built. The port of Kuryk can become a terminal oriented at export freight handling to provide for Kazakhstan's participation in the project of oil transportation on the route Baku-Tbilisi-Ceyhan.
- How do you evaluate the railway transport reform? What problems have not been solved yet?
- The main task in reforming the railway transport is separating off the supplying activities from the basic ones, the creation of a competitive market for passenger and freight transportation, as well as its repair, and improvement of the normative-legislative base alongside with the solution of passenger transportation funding problem. The Programme of railway transport restructuring in the Republic of Kazakhstan for 2004-2006, which is the general strategy in the further development of the sector, envisages that the railway will remain the property of the state. To complete the restructuring process, in the near future AO NK Kazakstan Temir Zholy is to give its functions of a carrier to AO Kazzheldortrans. This will create conditions for competition in the transport sector.
100% shareholding of two joint stock companies, Kazzheldortrans and Locomotive, providing locomotive services is included in the authorized capital of the country's largest railway company AO NK Kazkstan Temir Zholy. In the framework of the national company main-line network direction, responsible for the network development, exploitation and maintenance, and Transportation direction, managing transportation process and controlling the safety of transportation, were established. 51 repair and maintenance enterprises were allocated to the competition economy sector; railway stations, water- and heat supply objects were transferred to the municipal property.
The reforms enable private companies owning rolling stock to develop. Nowadays, 30% of the total throughput is transported by 26,000 private wagons. A target is set that all the private companies have equal and non-discriminating access to the main-line network and to the services provided by the locomotive company. Tariffs on locomotive services, freight and commercial works, as well as use of freight wagons and containers, were approved.
To provide main-line network services and to develop a suitable order of cooperation for the participants of the transportation process, the Government of Kazakhstan is to approve a respective standard contract, which is now being approved by the adjacent state bodies. Amendments should be made in the tax legislation. Thus, all the main participants of the transportation process must be given an opportunity to pay zero VAT. To do it, the Ministry of Finance should approve the system to separate off the respective revenues of main-line and locomotive operation in correspondence with the type of transportation.
At the same time, it is necessary to pay attention to the IT database of transportation process management. The software developed by the main calculation center of OAO RZD does not envisage a separate registration of the production figures for new participants of the transportation process. This makes it impossible to provide necessary reports and initial financial documents for the internal payments emerging between new subjects during the restructuring process. That is why an alternative IT system, including software, is needed.
In accordance with the adopted budget programme for 2006, over eight million tenge (about EUR 53 thousand) was given from the Republic's budget to subsidize the republic's and international railway passenger transportation, and over one billion tenge (EUR 6.6 million) was given to subsidize suburban passenger transportation.
A normative-legislation base servicing the reforms and the development of the railway center has been created. The law "On putting amendments and addenda to some legislative documents of the Republic of Kazakhstan concerning railway transport" was adopted in the Republic of Kazakhstan.
The events being held are aimed to increase the transparency of the railway enterprises' activities, while the state keeps control over the main-line network. They will also enable to attract private investments for rolling stock renewal and the main funds of the supplying enterprises. Thus, Kazakstan Temir Zholy will be able to invest its resources into the improvement of the main-line network and transportation process development. Further dynamic development of the sector in the market conditions will only favour the country's economy.
- Could you comment on Kazakhstan and Russia's cooperation in the transport sector?
- The countries have no problems in the common transport sector. Cooperation in the railway sector is provided in the framework of the Central Council of Railway Transport of the CIS and the Baltic states and the Organization of Railways' Cooperation. It is also regulated by the Agreement on the specifics of legislative regulation for railway transport enterprises, institutions and organizations, as concluded by the Governments of Kazakhstan and Russia on October 18, 1996. Last year the Russian-Kazakh turnover amounted to USD 9,518 million, while in 2004 it made USD 7,650.6 million. Last year, over 10 million tons (67% of the total import volume) was imported to Kazakhstan from Russia. Kazakhstan exported 38 thousand tons to Russia (54.5% of the Kazakh total export). The railway companies of the two countries - OAO RZD and KazakstanTemirZholy - actively participate in the organization of freight transportation along the international Eurasian transport corridors.
Separate problems that need joint actions are solved by means of negotiations and adoption of separate intergovernmental documents. For example, in May 2005 the Kazakh-Russian intergovernmental Agreement on construction and exploitation of a border bridge crossing via the Kigach river between Astrakhan and Atyrau came in force. Our countries concluded a two-sided agreement on international road transportation. In the framework of the document, there is a non-resolving system of Russia-Kazakhstan and transit transportation, and a resolving system for transportation to other countries and back. In correspondence with the Convention on passenger and luggage transportation, about 90 routes function on the Kazakhstan-Russia direction.
Nowadays, the draft of an intergovernmental Agreement on cooperation in the sea transport sphere is being approved. One of its main targets is to give permission to the Kazakh vessels to use the inner water ways of Russia. There is also a draft for an Agreement on organization of a direct international-ferry communication via the ports of the Astrakhan water transport junction, Makhachkala and Aktau, which will allow a regular freight transportation. A draft of the document on the terms of transportation by Russian ro-ro vessels, such as "Composer", between the ports of Kazakhstan and Russia in the Caspian Sea is being created. The Kazakh port of Aktau may increase its handling of Russian and transit freight. Besides, a decision has been made about joint dredging works in the part of the Irtysh river from Pavlodar to Omsk. The current close cooperation between the two states in the transport sphere enables us to say that the partner relations between Russia and Kazakhstan will develop. It is necessary for the progress of our countries' respective economies.
Interviewed by TATYANA TOKAREVA
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Transfer to Another Level
According to the data given by the Ministry of Transport and Communication of Kazakstan over 11 mln. tons of cargo was transported via border check-point Dostyk (Druzhba) - Alashankou in 2005. This datum broke the records ever hit. In words of representatives of Kazakstan Temir Zholy JSC, at present moment Dostyk-Alashankou border check-point takes the second place after Manchuria - Zabaikalsk in the range of Chinese border check-points in terms of transportation volumes and their annual increase. At the same time average annual increase of cargo volume transportation via this check-point constitutes 22% per year. Thus, in 2002 more than 5 mln.tons was transported, in 2003 and 2004 - 6.5 mln. tons and 9.2 mln. tons respectively. In 2005 it was 11.08 mln.tons.
Turnover boost in respect of export-import transportation via Dostyk (Druzhba) became a fact of symbolic character that demonstrated rebirth of Silk Way trade route which connected China, Kazakstan and Europe from ancient times. Nowadays significant part of cargo flow in this area makes up transit cargo from Russia and countries of Central Asia. In particular, transit transportation via Dostyk check-point took 1.2 mln.tons in 2003, in 2004 - over 1.5 mln.tons, in 2005 transit volume exceeded 1.8 mln.tons.
In sympathy with Kazakstany colleagues we can claim that these data are joyful and show efficient cooperation of Kazakstan and China. In another hand they show how powerful Kazakstan transport potential is and how all the conditions are created to implement it as much as it is possible. This very fact designates strong competitor to the Transsib arrival.
Thus, in 2006 Kazakstan railways plan to transport over 13 mln.tons of cargo via Dostyk-Alashankou check-point. To reach the target greatest attention is paid to work technology for two railways joint. In order to prevent cargo accumulation on both borders in 2006 it is planned to provide 10 train pairs for wide gauge (500 cars) and 6 trains for narrow gauge (120 cars) from Kazakstan to China daily. In reverse order (from China to Kazakstan) 230 cars are planned to be delivered. At the same time production capacities of the stations are enhanced. In particular, a new repair-operation base was opened at Dostyk station, 10 tracks hump yard was constructed etc. Optimization of train delivery technology is being improved as well as cooperation of customs, border and sanitary-quarantine services.
Another fact demonstrating capability of Kazakstan and a real chance to turn it into perspective and popular transit corridor is that a new route of containerized train was developed (Poti - Baku - Aktau - Alamty). Consortium of Georgian and Turkish companies Black Sea Transit Ltd and Advantage International Transport and Logistic Ltd have become an operator of this containerized train. Respective negotiations with Kaztransservice JSC, TransCaucasusTransport JSC, the Sea Commercial Port of Baku and Azerbaijan State Caspian Shipping are to be completed until 15, February. According to experts, new route will be capable of transportation of 50 thousand containers annually.
Railway network
Simultaneously, heavy investment is allocated to the Republic railway infrastructure development. On November 30, 2004 Khromtau - Altynsarin line of over 400 kilometers length was put into operation. This way were created conditions to activate Kostanay region and the Western regions economies as well as to sustain demographic stability and population employment. Moreover, the access to hard-to-reach Kazakstan locations was created.
In 2005 construction of Shar (Charsk) - Ust-Kamenogorsk line started. This project is of unprecedented sort for the Republic as it is implemented on terms of concession with attraction of pension funds' finances via infrastructure bonds. By the way, one of the most important conditions for large-scaled programme implementation on construction of new lines is private investment attraction. In this view, pension funds, development institutes, large private investment companies' finances are planned to be used as well as CMT scheme (construction - maintenance - transfer) employ with further transfer of constructed object to concession.
Construction of new railway line Mangyshlak - Bautino is greatly important for the Republic as it will satisfy growing transport demands of its oil and gas sector. Project of Yeralievo - Kuryk line construction of 14 kilometers length enhances opportunities of Kazakstan oil export by railways to foreign markets, it will bring additional oil volumes to be transported by railway to the port of Kuryk and solves problems with the port of Aktau overload. The major task of this project is to host forecasted cargo flow during construction of port infrastructure and further to take export oil flow. Another priority project is new line Beineu - Shalkar construction with length of 440 kilometers. Its target is further formation of optimal railway net and shortening of cargo transportation distances from the South direction to the port of Aktau, unload of Kandyagash - Makat - Beineu railway regions and creation of favourable conditions for undeveloped areas of the region.
In the future on terms of state-and-private partnership project of Zhezkazgan - Saksaul railway line construction (520 kilometers) is quite possible that would give favorable opportunities to develop Kiyaktinsky and Shubarkolsky coal deposits, Kumkolsky oil-gas deposit, Zhamanaibatsky copper ore deposit, Tursky manganese deposit, Arysky salt deposit, Sorsky and Shatyrkulsky iron ore deposit. Considering this opportunity cargo transportation distances for Western Kazakstan - Central and North-East routes is shortened.
In 2004 electrification of Ekibastuz - Pavlodar railway sector (132 km) was completed, and last year this was done for adjacent sectors: Maikaiyn - Tokubai - Akbidaiyk, Tokubai - Ushkulyn, Sputnik - Aksu-1. In order to push production to higher technological level corresponding to modern scientific and technology achievements as well as to shorten locomotive component in the tariff there planned to electrify Kostanay - Zheleznorudnaya, Makat - Kandyagash, Dostyk - Aktogai, Makat- Atyrau, Atyrau - Aksaraiskaya and Aktogai - Mointy railway sectors.
TATYANA TOKAREVA
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Transfer to Another Level
According to the data given by the Ministry of Transport and Communication of Kazakstan over 11 mln. tons of cargo was transported via border check-point Dostyk (Druzhba) - Alashankou in 2005. This datum broke the records ever hit. In words of representatives of Kazakstan Temir Zholy JSC, at present moment Dostyk-Alashankou border check-point takes the second place after Manchuria - Zabaikalsk in the range of Chinese border check-points in terms of transportation volumes and their annual increase. At the same time average annual increase of cargo volume transportation via this check-point constitutes 22% per year. Thus, in 2002 more than 5 mln.tons was transported, in 2003 and 2004 - 6.5 mln. tons and 9.2 mln. tons respectively. In 2005 it was 11.08 mln.tons.
Turnover boost in respect of export-import transportation via Dostyk (Druzhba) became a fact of symbolic character that demonstrated rebirth of Silk Way trade route which connected China, Kazakstan and Europe from ancient times. Nowadays significant part of cargo flow in this area makes up transit cargo from Russia and countries of Central Asia. In particular, transit transportation via Dostyk check-point took 1.2 mln.tons in 2003, in 2004 - over 1.5 mln.tons, in 2005 transit volume exceeded 1.8 mln.tons.
In sympathy with Kazakstany colleagues we can claim that these data are joyful and show efficient cooperation of Kazakstan and China. In another hand they show how powerful Kazakstan transport potential is and how all the conditions are created to implement it as much as it is possible. This very fact designates strong competitor to the Transsib arrival.
Thus, in 2006 Kazakstan railways plan to transport over 13 mln.tons of cargo via Dostyk-Alashankou check-point. To reach the target greatest attention is paid to work technology for two railways joint. In order to prevent cargo accumulation on both borders in 2006 it is planned to provide 10 train pairs for wide gauge (500 cars) and 6 trains for narrow gauge (120 cars) from Kazakstan to China daily. In reverse order (from China to Kazakstan) 230 cars are planned to be delivered. At the same time production capacities of the stations are enhanced. In particular, a new repair-operation base was opened at Dostyk station, 10 tracks hump yard was constructed etc. Optimization of train delivery technology is being improved as well as cooperation of customs, border and sanitary-quarantine services.
Another fact demonstrating capability of Kazakstan and a real chance to turn it into perspective and popular transit corridor is that a new route of containerized train was developed (Poti - Baku - Aktau - Alamty). Consortium of Georgian and Turkish companies Black Sea Transit Ltd and Advantage International Transport and Logistic Ltd have become an operator of this containerized train. Respective negotiations with Kaztransservice JSC, TransCaucasusTransport JSC, the Sea Commercial Port of Baku and Azerbaijan State Caspian Shipping are to be completed until 15, February. According to experts, new route will be capable of transportation of 50 thousand containers annually.
Railway network
Simultaneously, heavy investment is allocated to the Republic railway infrastructure development. On November 30, 2004 Khromtau - Altynsarin line of over 400 kilometers length was put into operation. This way were created conditions to activate Kostanay region and the Western regions economies as well as to sustain demographic stability and population employment. Moreover, the access to hard-to-reach Kazakstan locations was created.
In 2005 construction of Shar (Charsk) - Ust-Kamenogorsk line started. This project is of unprecedented sort for the Republic as it is implemented on terms of concession with attraction of pension funds' finances via infrastructure bonds. By the way, one of the most important conditions for large-scaled programme implementation on construction of new lines is private investment attraction. In this view, pension funds, development institutes, large private investment companies' finances are planned to be used as well as CMT scheme (construction - maintenance - transfer) employ with further transfer of constructed object to concession.
Construction of new railway line Mangyshlak - Bautino is greatly important for the Republic as it will satisfy growing transport demands of its oil and gas sector. Project of Yeralievo - Kuryk line construction of 14 kilometers length enhances opportunities of Kazakstan oil export by railways to foreign markets, it will bring additional oil volumes to be transported by railway to the port of Kuryk and solves problems with the port of Aktau overload. The major task of this project is to host forecasted cargo flow during construction of port infrastructure and further to take export oil flow. Another priority project is new line Beineu - Shalkar construction with length of 440 kilometers. Its target is further formation of optimal railway net and shortening of cargo transportation distances from the South direction to the port of Aktau, unload of Kandyagash - Makat - Beineu railway regions and creation of favourable conditions for undeveloped areas of the region.
In the future on terms of state-and-private partnership project of Zhezkazgan - Saksaul railway line construction (520 kilometers) is quite possible that would give favorable opportunities to develop Kiyaktinsky and Shubarkolsky coal deposits, Kumkolsky oil-gas deposit, Zhamanaibatsky copper ore deposit, Tursky manganese deposit, Arysky salt deposit, Sorsky and Shatyrkulsky iron ore deposit. Considering this opportunity cargo transportation distances for Western Kazakstan - Central and North-East routes is shortened.
In 2004 electrification of Ekibastuz - Pavlodar railway sector (132 km) was completed, and last year this was done for adjacent sectors: Maikaiyn - Tokubai - Akbidaiyk, Tokubai - Ushkulyn, Sputnik - Aksu-1. In order to push production to higher technological level corresponding to modern scientific and technology achievements as well as to shorten locomotive component in the tariff there planned to electrify Kostanay - Zheleznorudnaya, Makat - Kandyagash, Dostyk - Aktogai, Makat- Atyrau, Atyrau - Aksaraiskaya and Aktogai - Mointy railway sectors.
TATYANA TOKAREVA
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Transfer to Another Level
According to the data given by the Ministry of Transport and Communication of Kazakstan over 11 mln. tons of cargo was transported via border check-point Dostyk (Druzhba) - Alashankou in 2005. This datum broke the records ever hit. In words of representatives of Kazakstan Temir Zholy JSC, at present moment Dostyk-Alashankou border check-point takes the second place after Manchuria - Zabaikalsk in the range of Chinese border check-points in terms of transportation volumes and their annual increase. At the same time average annual increase of cargo volume transportation via this check-point constitutes 22% per year. Thus, in 2002 more than 5 mln.tons was transported, in 2003 and 2004 - 6.5 mln. tons and 9.2 mln. tons respectively. In 2005 it was 11.08 mln.tons.
Turnover boost in respect of export-import transportation via Dostyk (Druzhba) became a fact of symbolic character that demonstrated rebirth of Silk Way trade route which connected China, Kazakstan and Europe from ancient times. Nowadays significant part of cargo flow in this area makes up transit cargo from Russia and countries of Central Asia. In particular, transit transportation via Dostyk check-point took 1.2 mln.tons in 2003, in 2004 - over 1.5 mln.tons, in 2005 transit volume exceeded 1.8 mln.tons.
In sympathy with Kazakstany colleagues we can claim that these data are joyful and show efficient cooperation of Kazakstan and China. In another hand they show how powerful Kazakstan transport potential is and how all the conditions are created to implement it as much as it is possible. This very fact designates strong competitor to the Transsib arrival.
Thus, in 2006 Kazakstan railways plan to transport over 13 mln.tons of cargo via Dostyk-Alashankou check-point. To reach the target greatest attention is paid to work technology for two railways joint. In order to prevent cargo accumulation on both borders in 2006 it is planned to provide 10 train pairs for wide gauge (500 cars) and 6 trains for narrow gauge (120 cars) from Kazakstan to China daily. In reverse order (from China to Kazakstan) 230 cars are planned to be delivered. At the same time production capacities of the stations are enhanced. In particular, a new repair-operation base was opened at Dostyk station, 10 tracks hump yard was constructed etc. Optimization of train delivery technology is being improved as well as cooperation of customs, border and sanitary-quarantine services.
Another fact demonstrating capability of Kazakstan and a real chance to turn it into perspective and popular transit corridor is that a new route of containerized train was developed (Poti - Baku - Aktau - Alamty). Consortium of Georgian and Turkish companies Black Sea Transit Ltd and Advantage International Transport and Logistic Ltd have become an operator of this containerized train. Respective negotiations with Kaztransservice JSC, TransCaucasusTransport JSC, the Sea Commercial Port of Baku and Azerbaijan State Caspian Shipping are to be completed until 15, February. According to experts, new route will be capable of transportation of 50 thousand containers annually.
Railway network
Simultaneously, heavy investment is allocated to the Republic railway infrastructure development. On November 30, 2004 Khromtau - Altynsarin line of over 400 kilometers length was put into operation. This way were created conditions to activate Kostanay region and the Western regions economies as well as to sustain demographic stability and population employment. Moreover, the access to hard-to-reach Kazakstan locations was created.
In 2005 construction of Shar (Charsk) - Ust-Kamenogorsk line started. This project is of unprecedented sort for the Republic as it is implemented on terms of concession with attraction of pension funds' finances via infrastructure bonds. By the way, one of the most important conditions for large-scaled programme implementation on construction of new lines is private investment attraction. In this view, pension funds, development institutes, large private investment companies' finances are planned to be used as well as CMT scheme (construction - maintenance - transfer) employ with further transfer of constructed object to concession.
Construction of new railway line Mangyshlak - Bautino is greatly important for the Republic as it will satisfy growing transport demands of its oil and gas sector. Project of Yeralievo - Kuryk line construction of 14 kilometers length enhances opportunities of Kazakstan oil export by railways to foreign markets, it will bring additional oil volumes to be transported by railway to the port of Kuryk and solves problems with the port of Aktau overload. The major task of this project is to host forecasted cargo flow during construction of port infrastructure and further to take export oil flow. Another priority project is new line Beineu - Shalkar construction with length of 440 kilometers. Its target is further formation of optimal railway net and shortening of cargo transportation distances from the South direction to the port of Aktau, unload of Kandyagash - Makat - Beineu railway regions and creation of favourable conditions for undeveloped areas of the region.
In the future on terms of state-and-private partnership project of Zhezkazgan - Saksaul railway line construction (520 kilometers) is quite possible that would give favorable opportunities to develop Kiyaktinsky and Shubarkolsky coal deposits, Kumkolsky oil-gas deposit, Zhamanaibatsky copper ore deposit, Tursky manganese deposit, Arysky salt deposit, Sorsky and Shatyrkulsky iron ore deposit. Considering this opportunity cargo transportation distances for Western Kazakstan - Central and North-East routes is shortened.
In 2004 electrification of Ekibastuz - Pavlodar railway sector (132 km) was completed, and last year this was done for adjacent sectors: Maikaiyn - Tokubai - Akbidaiyk, Tokubai - Ushkulyn, Sputnik - Aksu-1. In order to push production to higher technological level corresponding to modern scientific and technology achievements as well as to shorten locomotive component in the tariff there planned to electrify Kostanay - Zheleznorudnaya, Makat - Kandyagash, Dostyk - Aktogai, Makat- Atyrau, Atyrau - Aksaraiskaya and Aktogai - Mointy railway sectors.
TATYANA TOKAREVA
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Transfer to Another Level
According to the data given by the Ministry of Transport and Communication of Kazakstan over 11 mln. tons of cargo was transported via border check-point Dostyk (Druzhba) - Alashankou in 2005. This datum broke the records ever hit. In words of representatives of Kazakstan Temir Zholy JSC, at present moment Dostyk-Alashankou border check-point takes the second place after Manchuria - Zabaikalsk in the range of Chinese border check-points in terms of transportation volumes and their annual increase. At the same time average annual increase of cargo volume transportation via this check-point constitutes 22% per year. Thus, in 2002 more than 5 mln.tons was transported, in 2003 and 2004 - 6.5 mln. tons and 9.2 mln. tons respectively. In 2005 it was 11.08 mln.tons.
Turnover boost in respect of export-import transportation via Dostyk (Druzhba) became a fact of symbolic character that demonstrated rebirth of Silk Way trade route which connected China, Kazakstan and Europe from ancient times. Nowadays significant part of cargo flow in this area makes up transit cargo from Russia and countries of Central Asia. In particular, transit transportation via Dostyk check-point took 1.2 mln.tons in 2003, in 2004 - over 1.5 mln.tons, in 2005 transit volume exceeded 1.8 mln.tons.
In sympathy with Kazakstany colleagues we can claim that these data are joyful and show efficient cooperation of Kazakstan and China. In another hand they show how powerful Kazakstan transport potential is and how all the conditions are created to implement it as much as it is possible. This very fact designates strong competitor to the Transsib arrival.
Thus, in 2006 Kazakstan railways plan to transport over 13 mln.tons of cargo via Dostyk-Alashankou check-point. To reach the target greatest attention is paid to work technology for two railways joint. In order to prevent cargo accumulation on both borders in 2006 it is planned to provide 10 train pairs for wide gauge (500 cars) and 6 trains for narrow gauge (120 cars) from Kazakstan to China daily. In reverse order (from China to Kazakstan) 230 cars are planned to be delivered. At the same time production capacities of the stations are enhanced. In particular, a new repair-operation base was opened at Dostyk station, 10 tracks hump yard was constructed etc. Optimization of train delivery technology is being improved as well as cooperation of customs, border and sanitary-quarantine services.
Another fact demonstrating capability of Kazakstan and a real chance to turn it into perspective and popular transit corridor is that a new route of containerized train was developed (Poti - Baku - Aktau - Alamty). Consortium of Georgian and Turkish companies Black Sea Transit Ltd and Advantage International Transport and Logistic Ltd have become an operator of this containerized train. Respective negotiations with Kaztransservice JSC, TransCaucasusTransport JSC, the Sea Commercial Port of Baku and Azerbaijan State Caspian Shipping are to be completed until 15, February. According to experts, new route will be capable of transportation of 50 thousand containers annually.
Railway network
Simultaneously, heavy investment is allocated to the Republic railway infrastructure development. On November 30, 2004 Khromtau - Altynsarin line of over 400 kilometers length was put into operation. This way were created conditions to activate Kostanay region and the Western regions economies as well as to sustain demographic stability and population employment. Moreover, the access to hard-to-reach Kazakstan locations was created.
In 2005 construction of Shar (Charsk) - Ust-Kamenogorsk line started. This project is of unprecedented sort for the Republic as it is implemented on terms of concession with attraction of pension funds' finances via infrastructure bonds. By the way, one of the most important conditions for large-scaled programme implementation on construction of new lines is private investment attraction. In this view, pension funds, development institutes, large private investment companies' finances are planned to be used as well as CMT scheme (construction - maintenance - transfer) employ with further transfer of constructed object to concession.
Construction of new railway line Mangyshlak - Bautino is greatly important for the Republic as it will satisfy growing transport demands of its oil and gas sector. Project of Yeralievo - Kuryk line construction of 14 kilometers length enhances opportunities of Kazakstan oil export by railways to foreign markets, it will bring additional oil volumes to be transported by railway to the port of Kuryk and solves problems with the port of Aktau overload. The major task of this project is to host forecasted cargo flow during construction of port infrastructure and further to take export oil flow. Another priority project is new line Beineu - Shalkar construction with length of 440 kilometers. Its target is further formation of optimal railway net and shortening of cargo transportation distances from the South direction to the port of Aktau, unload of Kandyagash - Makat - Beineu railway regions and creation of favourable conditions for undeveloped areas of the region.
In the future on terms of state-and-private partnership project of Zhezkazgan - Saksaul railway line construction (520 kilometers) is quite possible that would give favorable opportunities to develop Kiyaktinsky and Shubarkolsky coal deposits, Kumkolsky oil-gas deposit, Zhamanaibatsky copper ore deposit, Tursky manganese deposit, Arysky salt deposit, Sorsky and Shatyrkulsky iron ore deposit. Considering this opportunity cargo transportation distances for Western Kazakstan - Central and North-East routes is shortened.
In 2004 electrification of Ekibastuz - Pavlodar railway sector (132 km) was completed, and last year this was done for adjacent sectors: Maikaiyn - Tokubai - Akbidaiyk, Tokubai - Ushkulyn, Sputnik - Aksu-1. In order to push production to higher technological level corresponding to modern scientific and technology achievements as well as to shorten locomotive component in the tariff there planned to electrify Kostanay - Zheleznorudnaya, Makat - Kandyagash, Dostyk - Aktogai, Makat- Atyrau, Atyrau - Aksaraiskaya and Aktogai - Mointy railway sectors.
TATYANA TOKAREVA
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