III КВАРТАЛ 2022Г. - 55 баллов
217.89434442833 monthAccess: 1
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[DETAIL_TEXT] => The new CIM/SMGS consignment note and the implementation manual come into effect on 1 September 2006, «The RZD-Partner International» asked Dr. Thomas Leimgruber, cIt Secretary General, who has been directly involved with the creation of the note, to comment on the situation.
– Dr Leimgruber, what does this project demonstrate in particular?
– The «Making Transport Law Interoperable: the CIM/SMGS Consignment Note» project represents a very important step into the future. Traffic between Europe and Asia is developing faster and faster and will grow disproportionately in the next few years.
Unfortunately these traffics have still to overcome too many barriers. We have set ourselves the task of removing or at least reducing every barrier which is in our power to influence. One such barrier is the interface between the two legal regimes, the CIM and the SMGS.
– Who is taking part in the project?
– We are working jointly with the OSJD on the implementation of the project. Naturally the outstanding support and cooperation from the participating railway undertakings has been crucial in allowing us to reach our objectives. Representatives from the RZD have always contributed very actively to the success of the project.
In addition, the ministries and customs authorities of the countries involved have taken an active part in the work. In particular, recognition and thanks are due to customs authorities; again and again I am amazed how efficiently and quickly customs authorities offer pragmatic solutions.
– How long has it taken you to create the new CIM/SMGS consignment note?
– The project was launched at the end of 2004. The final touches and amendments to the consignment note and the manual were made in spring 2006. We were thus able to finish in just over a year. Taking account of the complexity of the project and the number of the participants, that represents a very creditable performance.
– You mentioned the CIM/SMGS manual. What information does this manual contain?
– The manual provides information on both the paper and electronic consignment note. Amongst other things, the appendices contain the list of undertakings which apply the manual, an explanation of the content of the consignment note, a list of reconsignment points and of course a specimen of the new consignment note.
– An electronic CIM/SMGS consignment note?
– That’s right. We have taken particular care right from the start to develop a paperless consignment note at the same time as the conventional one. In that way we are preparing for the future. It was thus possible to produce the specifications for the first operational stage of the electronic consignment note in July 2006.
– Will the CIM/SMGS consignment note itself be made out by hand as at present?
– The customer and the carrier have a choice in this area. Consignment notes can be made out by hand as before. We have commissioned a company which specialises in applications for the rail mode to write some software for it. Accordingly a software application will be available with effect from 1 September 2006.
– What are the greatest advantages of the new CIM/SMGS consignment for customers and carriers?
– Up to the present time, all consignments have been re-consigned as they passed from one legal regime to the other. Amongst other problems, this re-consignment requires time-consuming work. Imagine it: a new consignment note is made out for every consignment at the interface point. During this period, the consignment stands at the interface station instead of continuing its journey. Naturally this work also has a cost. Accordingly there are costs which bring no actual added value.
– The new consignment note and the implementation manual come into effect on 1 September 2006. Must all consignments which cross the interface between the legal regimes then be consigned using this new document?
– Use of the new CIM/SMGS consignment note is voluntary. Those railway undertakings which accept the consignment note and the manual are listed in an appendix to the manual.
– Is there any feedback from the use of the new CIM/SMGS consignment note yet?
Test consignments were sent from the Ukraine to Germany in July 2006. These moved without significant problems. Certainly one or two inconsistencies were shown up. These inconsistencies have been addressed in the meantime and should now be resolved.
– How do customers get started with the new consignment note? Who should they speak to?
– The best thing for customers to do would be to speak directly to their contact person in a railway undertaking. Carriers will willingly provide their customers with practical support. Nevertheless, the documentation is available on our website (www.cit-rail.org).
– What are the next steps? What developments are planned?
With effect from 1 September 2006, the first regular freight traffic will start to use the CIM/SMGS consignment note. This date forms the end of the first phase of the project. The creation of a common CIM-SMGS liability regime is then planned as the second phase.
– Looking further into the future, how do you see things developing?
– The long-term objective is a single regime for transport law from the Atlantic to the Pacific. A single standard regime of transport law can contribute significantly to a further reduction in transport costs and the acceleration of trade flows. Thus it will contribute to an increase in the growth of traffic along Eurasian corridors. This initiative however requires the states and their international organisations to become involved. As they have always done, the railway trade associations can only make their technical expertise available but in doing so they will contribute to helping legislators find appropriate technical solutions.
Interviewed by ALEXANDRA KOROLEVA
[~DETAIL_TEXT] => The new CIM/SMGS consignment note and the implementation manual come into effect on 1 September 2006, «The RZD-Partner International» asked Dr. Thomas Leimgruber, cIt Secretary General, who has been directly involved with the creation of the note, to comment on the situation.
– Dr Leimgruber, what does this project demonstrate in particular?
– The «Making Transport Law Interoperable: the CIM/SMGS Consignment Note» project represents a very important step into the future. Traffic between Europe and Asia is developing faster and faster and will grow disproportionately in the next few years.
Unfortunately these traffics have still to overcome too many barriers. We have set ourselves the task of removing or at least reducing every barrier which is in our power to influence. One such barrier is the interface between the two legal regimes, the CIM and the SMGS.
– Who is taking part in the project?
– We are working jointly with the OSJD on the implementation of the project. Naturally the outstanding support and cooperation from the participating railway undertakings has been crucial in allowing us to reach our objectives. Representatives from the RZD have always contributed very actively to the success of the project.
In addition, the ministries and customs authorities of the countries involved have taken an active part in the work. In particular, recognition and thanks are due to customs authorities; again and again I am amazed how efficiently and quickly customs authorities offer pragmatic solutions.
– How long has it taken you to create the new CIM/SMGS consignment note?
– The project was launched at the end of 2004. The final touches and amendments to the consignment note and the manual were made in spring 2006. We were thus able to finish in just over a year. Taking account of the complexity of the project and the number of the participants, that represents a very creditable performance.
– You mentioned the CIM/SMGS manual. What information does this manual contain?
– The manual provides information on both the paper and electronic consignment note. Amongst other things, the appendices contain the list of undertakings which apply the manual, an explanation of the content of the consignment note, a list of reconsignment points and of course a specimen of the new consignment note.
– An electronic CIM/SMGS consignment note?
– That’s right. We have taken particular care right from the start to develop a paperless consignment note at the same time as the conventional one. In that way we are preparing for the future. It was thus possible to produce the specifications for the first operational stage of the electronic consignment note in July 2006.
– Will the CIM/SMGS consignment note itself be made out by hand as at present?
– The customer and the carrier have a choice in this area. Consignment notes can be made out by hand as before. We have commissioned a company which specialises in applications for the rail mode to write some software for it. Accordingly a software application will be available with effect from 1 September 2006.
– What are the greatest advantages of the new CIM/SMGS consignment for customers and carriers?
– Up to the present time, all consignments have been re-consigned as they passed from one legal regime to the other. Amongst other problems, this re-consignment requires time-consuming work. Imagine it: a new consignment note is made out for every consignment at the interface point. During this period, the consignment stands at the interface station instead of continuing its journey. Naturally this work also has a cost. Accordingly there are costs which bring no actual added value.
– The new consignment note and the implementation manual come into effect on 1 September 2006. Must all consignments which cross the interface between the legal regimes then be consigned using this new document?
– Use of the new CIM/SMGS consignment note is voluntary. Those railway undertakings which accept the consignment note and the manual are listed in an appendix to the manual.
– Is there any feedback from the use of the new CIM/SMGS consignment note yet?
Test consignments were sent from the Ukraine to Germany in July 2006. These moved without significant problems. Certainly one or two inconsistencies were shown up. These inconsistencies have been addressed in the meantime and should now be resolved.
– How do customers get started with the new consignment note? Who should they speak to?
– The best thing for customers to do would be to speak directly to their contact person in a railway undertaking. Carriers will willingly provide their customers with practical support. Nevertheless, the documentation is available on our website (www.cit-rail.org).
– What are the next steps? What developments are planned?
With effect from 1 September 2006, the first regular freight traffic will start to use the CIM/SMGS consignment note. This date forms the end of the first phase of the project. The creation of a common CIM-SMGS liability regime is then planned as the second phase.
– Looking further into the future, how do you see things developing?
– The long-term objective is a single regime for transport law from the Atlantic to the Pacific. A single standard regime of transport law can contribute significantly to a further reduction in transport costs and the acceleration of trade flows. Thus it will contribute to an increase in the growth of traffic along Eurasian corridors. This initiative however requires the states and their international organisations to become involved. As they have always done, the railway trade associations can only make their technical expertise available but in doing so they will contribute to helping legislators find appropriate technical solutions.
Interviewed by ALEXANDRA KOROLEVA
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[DETAIL_TEXT] => The new CIM/SMGS consignment note and the implementation manual come into effect on 1 September 2006, «The RZD-Partner International» asked Dr. Thomas Leimgruber, cIt Secretary General, who has been directly involved with the creation of the note, to comment on the situation.
– Dr Leimgruber, what does this project demonstrate in particular?
– The «Making Transport Law Interoperable: the CIM/SMGS Consignment Note» project represents a very important step into the future. Traffic between Europe and Asia is developing faster and faster and will grow disproportionately in the next few years.
Unfortunately these traffics have still to overcome too many barriers. We have set ourselves the task of removing or at least reducing every barrier which is in our power to influence. One such barrier is the interface between the two legal regimes, the CIM and the SMGS.
– Who is taking part in the project?
– We are working jointly with the OSJD on the implementation of the project. Naturally the outstanding support and cooperation from the participating railway undertakings has been crucial in allowing us to reach our objectives. Representatives from the RZD have always contributed very actively to the success of the project.
In addition, the ministries and customs authorities of the countries involved have taken an active part in the work. In particular, recognition and thanks are due to customs authorities; again and again I am amazed how efficiently and quickly customs authorities offer pragmatic solutions.
– How long has it taken you to create the new CIM/SMGS consignment note?
– The project was launched at the end of 2004. The final touches and amendments to the consignment note and the manual were made in spring 2006. We were thus able to finish in just over a year. Taking account of the complexity of the project and the number of the participants, that represents a very creditable performance.
– You mentioned the CIM/SMGS manual. What information does this manual contain?
– The manual provides information on both the paper and electronic consignment note. Amongst other things, the appendices contain the list of undertakings which apply the manual, an explanation of the content of the consignment note, a list of reconsignment points and of course a specimen of the new consignment note.
– An electronic CIM/SMGS consignment note?
– That’s right. We have taken particular care right from the start to develop a paperless consignment note at the same time as the conventional one. In that way we are preparing for the future. It was thus possible to produce the specifications for the first operational stage of the electronic consignment note in July 2006.
– Will the CIM/SMGS consignment note itself be made out by hand as at present?
– The customer and the carrier have a choice in this area. Consignment notes can be made out by hand as before. We have commissioned a company which specialises in applications for the rail mode to write some software for it. Accordingly a software application will be available with effect from 1 September 2006.
– What are the greatest advantages of the new CIM/SMGS consignment for customers and carriers?
– Up to the present time, all consignments have been re-consigned as they passed from one legal regime to the other. Amongst other problems, this re-consignment requires time-consuming work. Imagine it: a new consignment note is made out for every consignment at the interface point. During this period, the consignment stands at the interface station instead of continuing its journey. Naturally this work also has a cost. Accordingly there are costs which bring no actual added value.
– The new consignment note and the implementation manual come into effect on 1 September 2006. Must all consignments which cross the interface between the legal regimes then be consigned using this new document?
– Use of the new CIM/SMGS consignment note is voluntary. Those railway undertakings which accept the consignment note and the manual are listed in an appendix to the manual.
– Is there any feedback from the use of the new CIM/SMGS consignment note yet?
Test consignments were sent from the Ukraine to Germany in July 2006. These moved without significant problems. Certainly one or two inconsistencies were shown up. These inconsistencies have been addressed in the meantime and should now be resolved.
– How do customers get started with the new consignment note? Who should they speak to?
– The best thing for customers to do would be to speak directly to their contact person in a railway undertaking. Carriers will willingly provide their customers with practical support. Nevertheless, the documentation is available on our website (www.cit-rail.org).
– What are the next steps? What developments are planned?
With effect from 1 September 2006, the first regular freight traffic will start to use the CIM/SMGS consignment note. This date forms the end of the first phase of the project. The creation of a common CIM-SMGS liability regime is then planned as the second phase.
– Looking further into the future, how do you see things developing?
– The long-term objective is a single regime for transport law from the Atlantic to the Pacific. A single standard regime of transport law can contribute significantly to a further reduction in transport costs and the acceleration of trade flows. Thus it will contribute to an increase in the growth of traffic along Eurasian corridors. This initiative however requires the states and their international organisations to become involved. As they have always done, the railway trade associations can only make their technical expertise available but in doing so they will contribute to helping legislators find appropriate technical solutions.
Interviewed by ALEXANDRA KOROLEVA
[~DETAIL_TEXT] => The new CIM/SMGS consignment note and the implementation manual come into effect on 1 September 2006, «The RZD-Partner International» asked Dr. Thomas Leimgruber, cIt Secretary General, who has been directly involved with the creation of the note, to comment on the situation.
– Dr Leimgruber, what does this project demonstrate in particular?
– The «Making Transport Law Interoperable: the CIM/SMGS Consignment Note» project represents a very important step into the future. Traffic between Europe and Asia is developing faster and faster and will grow disproportionately in the next few years.
Unfortunately these traffics have still to overcome too many barriers. We have set ourselves the task of removing or at least reducing every barrier which is in our power to influence. One such barrier is the interface between the two legal regimes, the CIM and the SMGS.
– Who is taking part in the project?
– We are working jointly with the OSJD on the implementation of the project. Naturally the outstanding support and cooperation from the participating railway undertakings has been crucial in allowing us to reach our objectives. Representatives from the RZD have always contributed very actively to the success of the project.
In addition, the ministries and customs authorities of the countries involved have taken an active part in the work. In particular, recognition and thanks are due to customs authorities; again and again I am amazed how efficiently and quickly customs authorities offer pragmatic solutions.
– How long has it taken you to create the new CIM/SMGS consignment note?
– The project was launched at the end of 2004. The final touches and amendments to the consignment note and the manual were made in spring 2006. We were thus able to finish in just over a year. Taking account of the complexity of the project and the number of the participants, that represents a very creditable performance.
– You mentioned the CIM/SMGS manual. What information does this manual contain?
– The manual provides information on both the paper and electronic consignment note. Amongst other things, the appendices contain the list of undertakings which apply the manual, an explanation of the content of the consignment note, a list of reconsignment points and of course a specimen of the new consignment note.
– An electronic CIM/SMGS consignment note?
– That’s right. We have taken particular care right from the start to develop a paperless consignment note at the same time as the conventional one. In that way we are preparing for the future. It was thus possible to produce the specifications for the first operational stage of the electronic consignment note in July 2006.
– Will the CIM/SMGS consignment note itself be made out by hand as at present?
– The customer and the carrier have a choice in this area. Consignment notes can be made out by hand as before. We have commissioned a company which specialises in applications for the rail mode to write some software for it. Accordingly a software application will be available with effect from 1 September 2006.
– What are the greatest advantages of the new CIM/SMGS consignment for customers and carriers?
– Up to the present time, all consignments have been re-consigned as they passed from one legal regime to the other. Amongst other problems, this re-consignment requires time-consuming work. Imagine it: a new consignment note is made out for every consignment at the interface point. During this period, the consignment stands at the interface station instead of continuing its journey. Naturally this work also has a cost. Accordingly there are costs which bring no actual added value.
– The new consignment note and the implementation manual come into effect on 1 September 2006. Must all consignments which cross the interface between the legal regimes then be consigned using this new document?
– Use of the new CIM/SMGS consignment note is voluntary. Those railway undertakings which accept the consignment note and the manual are listed in an appendix to the manual.
– Is there any feedback from the use of the new CIM/SMGS consignment note yet?
Test consignments were sent from the Ukraine to Germany in July 2006. These moved without significant problems. Certainly one or two inconsistencies were shown up. These inconsistencies have been addressed in the meantime and should now be resolved.
– How do customers get started with the new consignment note? Who should they speak to?
– The best thing for customers to do would be to speak directly to their contact person in a railway undertaking. Carriers will willingly provide their customers with practical support. Nevertheless, the documentation is available on our website (www.cit-rail.org).
– What are the next steps? What developments are planned?
With effect from 1 September 2006, the first regular freight traffic will start to use the CIM/SMGS consignment note. This date forms the end of the first phase of the project. The creation of a common CIM-SMGS liability regime is then planned as the second phase.
– Looking further into the future, how do you see things developing?
– The long-term objective is a single regime for transport law from the Atlantic to the Pacific. A single standard regime of transport law can contribute significantly to a further reduction in transport costs and the acceleration of trade flows. Thus it will contribute to an increase in the growth of traffic along Eurasian corridors. This initiative however requires the states and their international organisations to become involved. As they have always done, the railway trade associations can only make their technical expertise available but in doing so they will contribute to helping legislators find appropriate technical solutions.
Interviewed by ALEXANDRA KOROLEVA
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New Purchases, New Opportunities
Nowadays, export makes about 10% of the total volume of the company’s sold production. In spite of the fact that the main customers of Transmashholding are Russian enterprises, there are grounds to believe that active expansion on foreign markets is to be realized in the frameworks of the company’s development strategy. In H1 of 2006, the holding company purchased some assets abroad, thus it strengthened its producing basis and got an access to the market with the 1435 mm gauge.
The Concern Fahrzeugtechnik Dessau AG (FTD Dessau), the oldest engineering and producing center in Europe, bought by Transmashholding at the beginning of the summer, is considered to be one of the most qualified engineering enterprises in the passenger wagon building sector. It produces and certifies rolling stock, its junctions and components for the largest European producers (including locomotives, electric trains, aluminum and steel car bodies). Representatives of Transmashholding say that the purchase provides the company with an access to modern high technologies in the sector of development and production of rolling stock, junctions and accessories. The list of FTD’s clients includes such large companies as Bombardier, Siemens, Alstom, and TissanKrupp. «They have their own designs for driving cabs, special freight wagons, modules of doors for different wagons, and driving systems. We hope that, thanks to FTD Dessau, Transmashholding will be able to offer its clients a wider range of modern high-tech solutions», said the representatives of Transmashholding’s press-service.
The holding company is to strengthen its positions in the field of electric equipment production by using the capacities of AO Riga Electric Machine Building Plant, which was purchased last summer. Thus, the company plans to improve the quality of the rolling stock produced by Demikhovsky Machine Building Plant, Torzhoksky Wagon Building Plant and Egorov Wagonmash.
We asked if Transmashholding plans to purchase other foreign companies. The representatives of the company answered that Transmashholding aims to strengthen its enterprises and concentrate on development and implementation of modern high-tech solutions.
Whom and How Much
One of the main enterprises of the holding company is Bryansky Machine Building Plant. It plans to increase the share of export in its total sales volume from 13% (2005) to 15%. Last year, the company delivered to customers over 70 diesel-locomotive shunters, over 1,600 freight wagons (hoppers), and 5 marine diesels. This year the plant is to deliver more than 150 diesel-locomotive shunters, about 2000 freight wagons (hoppers and flat cars). Incidentally, Transmashholding produces marine diesels for Korea, Vietnam and Ukraine.
Kolomensky Plant is the only Russian producer of main-line passenger diesel locomotives and the leading producer of diesel engines for diesel locomotives. In 2005 the plant produced about 50 diesel locomotives and 300 diesel engines. Besides, about 25% of the plant’s produce was exported. In 2006 the company will deliver to customers about 60 diesel locomotives and 400 diesel engines and oil-electrical engine for diesel locomotives. Two passenger diesel locomotives of TEP70BC type have already been purchased by Lietuvos gelezinkeliai (Lithuanian Railways). These supplies are made in the frameworks of the agreement concluded in 2005, which envisages the production of four such diesel locomotives. Another two diesel locomotives of TEP70BC type have been delivered to Byelorussian Railways. The long-term contract concluded by Transmashholding and Byelorussian Railways envisages the construction of five such diesel locomotives, 18 oil-electrical engines of 5-26DG-01 type for modernization of freight locomotives of M62 type, and spares.
This year in Kolomna, it is planned to start a serial production of a new modification of main-line passenger diesel locomotive of TEP70-TEP70U type with an improved diesel engine, microprocessor-based control and diagnostic system, as well as complex safety facility KLUB-U that will arouse customer interest. Besides, the development of a new main-line passenger diesel locomotive of TEP35 type with asynchronous traction gear system is to start in 2006.
OAO Metrovagonmash, incorporated into ZAO Transmashholding, concluded a contract with Metro Warszawskie on delivery of 14 wagons with the total cost of USD 9.3 million. The wagons will be delivered in two lots: 6 and 8 units. The first one will be delivered to Poland this year. Metrovagonmash is the largest metro wagons building enterprise in the CIS and Eastern European countries. Besides, the company produces modern rail buses for suburban transportation along non-electrified lines. The enterprise was the first company in the CIS and Eastern Europe to launch the production of metro trains with asynchronous traction gear system, including the ones for elevated metro. The new models of metro wagons are equipped with a new car body, made of stainless steel, which enables to increase a wagon’s life time to 40 years. The company is developing models of one-, two-, three- and even four-wagoned rail buses produced with the use of Russian components. In 2005, a test model of three-wagoned rail bus RA-2 was produced, and it is planned to start its serial production.
In 2005, over 100 metro wagons and 50 rail buses were constructed at the enterprise. In 2006 the company plans to produce about 140 metro wagons and 50 rail buses.
Evaluating the competitiveness of the holding company’s production on the international market, A.Ledenev, Director of PR Department of ZAO Transmashholding, noticed that, «Competitiveness is created by many factors: technological level and opportunities of financing, and the state support. At the same time, high-tech solutions are not always the key factor for the customer. Another important factor is the readiness to offer a complex solution to the customer’s transport problems, including their financing. We are just starting to develop our competitiveness on the international market».
Introduction and Impression
Nowadays, Transmashholding has representative offices in Kazakhstan, Uzbekistan, Hungary, Byelorussia, Iran, Ukraine and the Baltic states. The launch of a joint trading house with OAO RZD is being discussed. The main target of the trading house will be promotion of technologies, products and services of the Russian railway machine building and railway transport services on foreign markets. We asked the company if it plans to enter the Chinese market. Representatives of Transmashholding answered that, «The Chinese transport machine building sector develops dynamically, and the main reason for it is a powerful support of the Chinese Government. Russian companies do not have such support yet». However, they underlined that Transmashholding closely cooperates with the state-owned company OAO RZD, and this enables it to develop and to increase the status of Russian rail machine building not only in Russia and the CIS, but also among potential and real competitors.
«Transmashholding considers the Russian market to be a part of international market, and the company’s presence on it is regarded as an essential element of international competition, which enables the company to be dynamical and develop constantly. We are not afraid to compete. Entering the Chinese market is not a simple process», the press-service of Transmashholding explained.
Nowadays the holding company actively settles on neighbouring territories. It launches a joint stock company specializing in railway machinery assemblage in cooperation with Kazakh companies. The joint-stock company will be created in several stages. At the first stage, rolling stock will be assembled out of the sets delivered from Russia. It will be locomotives, wagons, rail buses, the first consignment of which may be completed at the end of 2006. Market analysts believe that entering the Kazakh market is a correct and timely decision, because freight transportation volume grows very fast in Kazakhstan, while the country lacks machinery. So, Transmashholding has a chance to get a capacious market.
YULIA ALEXEYEVA
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New Purchases, New Opportunities
Nowadays, export makes about 10% of the total volume of the company’s sold production. In spite of the fact that the main customers of Transmashholding are Russian enterprises, there are grounds to believe that active expansion on foreign markets is to be realized in the frameworks of the company’s development strategy. In H1 of 2006, the holding company purchased some assets abroad, thus it strengthened its producing basis and got an access to the market with the 1435 mm gauge.
The Concern Fahrzeugtechnik Dessau AG (FTD Dessau), the oldest engineering and producing center in Europe, bought by Transmashholding at the beginning of the summer, is considered to be one of the most qualified engineering enterprises in the passenger wagon building sector. It produces and certifies rolling stock, its junctions and components for the largest European producers (including locomotives, electric trains, aluminum and steel car bodies). Representatives of Transmashholding say that the purchase provides the company with an access to modern high technologies in the sector of development and production of rolling stock, junctions and accessories. The list of FTD’s clients includes such large companies as Bombardier, Siemens, Alstom, and TissanKrupp. «They have their own designs for driving cabs, special freight wagons, modules of doors for different wagons, and driving systems. We hope that, thanks to FTD Dessau, Transmashholding will be able to offer its clients a wider range of modern high-tech solutions», said the representatives of Transmashholding’s press-service.
The holding company is to strengthen its positions in the field of electric equipment production by using the capacities of AO Riga Electric Machine Building Plant, which was purchased last summer. Thus, the company plans to improve the quality of the rolling stock produced by Demikhovsky Machine Building Plant, Torzhoksky Wagon Building Plant and Egorov Wagonmash.
We asked if Transmashholding plans to purchase other foreign companies. The representatives of the company answered that Transmashholding aims to strengthen its enterprises and concentrate on development and implementation of modern high-tech solutions.
Whom and How Much
One of the main enterprises of the holding company is Bryansky Machine Building Plant. It plans to increase the share of export in its total sales volume from 13% (2005) to 15%. Last year, the company delivered to customers over 70 diesel-locomotive shunters, over 1,600 freight wagons (hoppers), and 5 marine diesels. This year the plant is to deliver more than 150 diesel-locomotive shunters, about 2000 freight wagons (hoppers and flat cars). Incidentally, Transmashholding produces marine diesels for Korea, Vietnam and Ukraine.
Kolomensky Plant is the only Russian producer of main-line passenger diesel locomotives and the leading producer of diesel engines for diesel locomotives. In 2005 the plant produced about 50 diesel locomotives and 300 diesel engines. Besides, about 25% of the plant’s produce was exported. In 2006 the company will deliver to customers about 60 diesel locomotives and 400 diesel engines and oil-electrical engine for diesel locomotives. Two passenger diesel locomotives of TEP70BC type have already been purchased by Lietuvos gelezinkeliai (Lithuanian Railways). These supplies are made in the frameworks of the agreement concluded in 2005, which envisages the production of four such diesel locomotives. Another two diesel locomotives of TEP70BC type have been delivered to Byelorussian Railways. The long-term contract concluded by Transmashholding and Byelorussian Railways envisages the construction of five such diesel locomotives, 18 oil-electrical engines of 5-26DG-01 type for modernization of freight locomotives of M62 type, and spares.
This year in Kolomna, it is planned to start a serial production of a new modification of main-line passenger diesel locomotive of TEP70-TEP70U type with an improved diesel engine, microprocessor-based control and diagnostic system, as well as complex safety facility KLUB-U that will arouse customer interest. Besides, the development of a new main-line passenger diesel locomotive of TEP35 type with asynchronous traction gear system is to start in 2006.
OAO Metrovagonmash, incorporated into ZAO Transmashholding, concluded a contract with Metro Warszawskie on delivery of 14 wagons with the total cost of USD 9.3 million. The wagons will be delivered in two lots: 6 and 8 units. The first one will be delivered to Poland this year. Metrovagonmash is the largest metro wagons building enterprise in the CIS and Eastern European countries. Besides, the company produces modern rail buses for suburban transportation along non-electrified lines. The enterprise was the first company in the CIS and Eastern Europe to launch the production of metro trains with asynchronous traction gear system, including the ones for elevated metro. The new models of metro wagons are equipped with a new car body, made of stainless steel, which enables to increase a wagon’s life time to 40 years. The company is developing models of one-, two-, three- and even four-wagoned rail buses produced with the use of Russian components. In 2005, a test model of three-wagoned rail bus RA-2 was produced, and it is planned to start its serial production.
In 2005, over 100 metro wagons and 50 rail buses were constructed at the enterprise. In 2006 the company plans to produce about 140 metro wagons and 50 rail buses.
Evaluating the competitiveness of the holding company’s production on the international market, A.Ledenev, Director of PR Department of ZAO Transmashholding, noticed that, «Competitiveness is created by many factors: technological level and opportunities of financing, and the state support. At the same time, high-tech solutions are not always the key factor for the customer. Another important factor is the readiness to offer a complex solution to the customer’s transport problems, including their financing. We are just starting to develop our competitiveness on the international market».
Introduction and Impression
Nowadays, Transmashholding has representative offices in Kazakhstan, Uzbekistan, Hungary, Byelorussia, Iran, Ukraine and the Baltic states. The launch of a joint trading house with OAO RZD is being discussed. The main target of the trading house will be promotion of technologies, products and services of the Russian railway machine building and railway transport services on foreign markets. We asked the company if it plans to enter the Chinese market. Representatives of Transmashholding answered that, «The Chinese transport machine building sector develops dynamically, and the main reason for it is a powerful support of the Chinese Government. Russian companies do not have such support yet». However, they underlined that Transmashholding closely cooperates with the state-owned company OAO RZD, and this enables it to develop and to increase the status of Russian rail machine building not only in Russia and the CIS, but also among potential and real competitors.
«Transmashholding considers the Russian market to be a part of international market, and the company’s presence on it is regarded as an essential element of international competition, which enables the company to be dynamical and develop constantly. We are not afraid to compete. Entering the Chinese market is not a simple process», the press-service of Transmashholding explained.
Nowadays the holding company actively settles on neighbouring territories. It launches a joint stock company specializing in railway machinery assemblage in cooperation with Kazakh companies. The joint-stock company will be created in several stages. At the first stage, rolling stock will be assembled out of the sets delivered from Russia. It will be locomotives, wagons, rail buses, the first consignment of which may be completed at the end of 2006. Market analysts believe that entering the Kazakh market is a correct and timely decision, because freight transportation volume grows very fast in Kazakhstan, while the country lacks machinery. So, Transmashholding has a chance to get a capacious market.
YULIA ALEXEYEVA
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[DETAIL_TEXT] =>
New Purchases, New Opportunities
Nowadays, export makes about 10% of the total volume of the company’s sold production. In spite of the fact that the main customers of Transmashholding are Russian enterprises, there are grounds to believe that active expansion on foreign markets is to be realized in the frameworks of the company’s development strategy. In H1 of 2006, the holding company purchased some assets abroad, thus it strengthened its producing basis and got an access to the market with the 1435 mm gauge.
The Concern Fahrzeugtechnik Dessau AG (FTD Dessau), the oldest engineering and producing center in Europe, bought by Transmashholding at the beginning of the summer, is considered to be one of the most qualified engineering enterprises in the passenger wagon building sector. It produces and certifies rolling stock, its junctions and components for the largest European producers (including locomotives, electric trains, aluminum and steel car bodies). Representatives of Transmashholding say that the purchase provides the company with an access to modern high technologies in the sector of development and production of rolling stock, junctions and accessories. The list of FTD’s clients includes such large companies as Bombardier, Siemens, Alstom, and TissanKrupp. «They have their own designs for driving cabs, special freight wagons, modules of doors for different wagons, and driving systems. We hope that, thanks to FTD Dessau, Transmashholding will be able to offer its clients a wider range of modern high-tech solutions», said the representatives of Transmashholding’s press-service.
The holding company is to strengthen its positions in the field of electric equipment production by using the capacities of AO Riga Electric Machine Building Plant, which was purchased last summer. Thus, the company plans to improve the quality of the rolling stock produced by Demikhovsky Machine Building Plant, Torzhoksky Wagon Building Plant and Egorov Wagonmash.
We asked if Transmashholding plans to purchase other foreign companies. The representatives of the company answered that Transmashholding aims to strengthen its enterprises and concentrate on development and implementation of modern high-tech solutions.
Whom and How Much
One of the main enterprises of the holding company is Bryansky Machine Building Plant. It plans to increase the share of export in its total sales volume from 13% (2005) to 15%. Last year, the company delivered to customers over 70 diesel-locomotive shunters, over 1,600 freight wagons (hoppers), and 5 marine diesels. This year the plant is to deliver more than 150 diesel-locomotive shunters, about 2000 freight wagons (hoppers and flat cars). Incidentally, Transmashholding produces marine diesels for Korea, Vietnam and Ukraine.
Kolomensky Plant is the only Russian producer of main-line passenger diesel locomotives and the leading producer of diesel engines for diesel locomotives. In 2005 the plant produced about 50 diesel locomotives and 300 diesel engines. Besides, about 25% of the plant’s produce was exported. In 2006 the company will deliver to customers about 60 diesel locomotives and 400 diesel engines and oil-electrical engine for diesel locomotives. Two passenger diesel locomotives of TEP70BC type have already been purchased by Lietuvos gelezinkeliai (Lithuanian Railways). These supplies are made in the frameworks of the agreement concluded in 2005, which envisages the production of four such diesel locomotives. Another two diesel locomotives of TEP70BC type have been delivered to Byelorussian Railways. The long-term contract concluded by Transmashholding and Byelorussian Railways envisages the construction of five such diesel locomotives, 18 oil-electrical engines of 5-26DG-01 type for modernization of freight locomotives of M62 type, and spares.
This year in Kolomna, it is planned to start a serial production of a new modification of main-line passenger diesel locomotive of TEP70-TEP70U type with an improved diesel engine, microprocessor-based control and diagnostic system, as well as complex safety facility KLUB-U that will arouse customer interest. Besides, the development of a new main-line passenger diesel locomotive of TEP35 type with asynchronous traction gear system is to start in 2006.
OAO Metrovagonmash, incorporated into ZAO Transmashholding, concluded a contract with Metro Warszawskie on delivery of 14 wagons with the total cost of USD 9.3 million. The wagons will be delivered in two lots: 6 and 8 units. The first one will be delivered to Poland this year. Metrovagonmash is the largest metro wagons building enterprise in the CIS and Eastern European countries. Besides, the company produces modern rail buses for suburban transportation along non-electrified lines. The enterprise was the first company in the CIS and Eastern Europe to launch the production of metro trains with asynchronous traction gear system, including the ones for elevated metro. The new models of metro wagons are equipped with a new car body, made of stainless steel, which enables to increase a wagon’s life time to 40 years. The company is developing models of one-, two-, three- and even four-wagoned rail buses produced with the use of Russian components. In 2005, a test model of three-wagoned rail bus RA-2 was produced, and it is planned to start its serial production.
In 2005, over 100 metro wagons and 50 rail buses were constructed at the enterprise. In 2006 the company plans to produce about 140 metro wagons and 50 rail buses.
Evaluating the competitiveness of the holding company’s production on the international market, A.Ledenev, Director of PR Department of ZAO Transmashholding, noticed that, «Competitiveness is created by many factors: technological level and opportunities of financing, and the state support. At the same time, high-tech solutions are not always the key factor for the customer. Another important factor is the readiness to offer a complex solution to the customer’s transport problems, including their financing. We are just starting to develop our competitiveness on the international market».
Introduction and Impression
Nowadays, Transmashholding has representative offices in Kazakhstan, Uzbekistan, Hungary, Byelorussia, Iran, Ukraine and the Baltic states. The launch of a joint trading house with OAO RZD is being discussed. The main target of the trading house will be promotion of technologies, products and services of the Russian railway machine building and railway transport services on foreign markets. We asked the company if it plans to enter the Chinese market. Representatives of Transmashholding answered that, «The Chinese transport machine building sector develops dynamically, and the main reason for it is a powerful support of the Chinese Government. Russian companies do not have such support yet». However, they underlined that Transmashholding closely cooperates with the state-owned company OAO RZD, and this enables it to develop and to increase the status of Russian rail machine building not only in Russia and the CIS, but also among potential and real competitors.
«Transmashholding considers the Russian market to be a part of international market, and the company’s presence on it is regarded as an essential element of international competition, which enables the company to be dynamical and develop constantly. We are not afraid to compete. Entering the Chinese market is not a simple process», the press-service of Transmashholding explained.
Nowadays the holding company actively settles on neighbouring territories. It launches a joint stock company specializing in railway machinery assemblage in cooperation with Kazakh companies. The joint-stock company will be created in several stages. At the first stage, rolling stock will be assembled out of the sets delivered from Russia. It will be locomotives, wagons, rail buses, the first consignment of which may be completed at the end of 2006. Market analysts believe that entering the Kazakh market is a correct and timely decision, because freight transportation volume grows very fast in Kazakhstan, while the country lacks machinery. So, Transmashholding has a chance to get a capacious market.
YULIA ALEXEYEVA
[~DETAIL_TEXT] =>
New Purchases, New Opportunities
Nowadays, export makes about 10% of the total volume of the company’s sold production. In spite of the fact that the main customers of Transmashholding are Russian enterprises, there are grounds to believe that active expansion on foreign markets is to be realized in the frameworks of the company’s development strategy. In H1 of 2006, the holding company purchased some assets abroad, thus it strengthened its producing basis and got an access to the market with the 1435 mm gauge.
The Concern Fahrzeugtechnik Dessau AG (FTD Dessau), the oldest engineering and producing center in Europe, bought by Transmashholding at the beginning of the summer, is considered to be one of the most qualified engineering enterprises in the passenger wagon building sector. It produces and certifies rolling stock, its junctions and components for the largest European producers (including locomotives, electric trains, aluminum and steel car bodies). Representatives of Transmashholding say that the purchase provides the company with an access to modern high technologies in the sector of development and production of rolling stock, junctions and accessories. The list of FTD’s clients includes such large companies as Bombardier, Siemens, Alstom, and TissanKrupp. «They have their own designs for driving cabs, special freight wagons, modules of doors for different wagons, and driving systems. We hope that, thanks to FTD Dessau, Transmashholding will be able to offer its clients a wider range of modern high-tech solutions», said the representatives of Transmashholding’s press-service.
The holding company is to strengthen its positions in the field of electric equipment production by using the capacities of AO Riga Electric Machine Building Plant, which was purchased last summer. Thus, the company plans to improve the quality of the rolling stock produced by Demikhovsky Machine Building Plant, Torzhoksky Wagon Building Plant and Egorov Wagonmash.
We asked if Transmashholding plans to purchase other foreign companies. The representatives of the company answered that Transmashholding aims to strengthen its enterprises and concentrate on development and implementation of modern high-tech solutions.
Whom and How Much
One of the main enterprises of the holding company is Bryansky Machine Building Plant. It plans to increase the share of export in its total sales volume from 13% (2005) to 15%. Last year, the company delivered to customers over 70 diesel-locomotive shunters, over 1,600 freight wagons (hoppers), and 5 marine diesels. This year the plant is to deliver more than 150 diesel-locomotive shunters, about 2000 freight wagons (hoppers and flat cars). Incidentally, Transmashholding produces marine diesels for Korea, Vietnam and Ukraine.
Kolomensky Plant is the only Russian producer of main-line passenger diesel locomotives and the leading producer of diesel engines for diesel locomotives. In 2005 the plant produced about 50 diesel locomotives and 300 diesel engines. Besides, about 25% of the plant’s produce was exported. In 2006 the company will deliver to customers about 60 diesel locomotives and 400 diesel engines and oil-electrical engine for diesel locomotives. Two passenger diesel locomotives of TEP70BC type have already been purchased by Lietuvos gelezinkeliai (Lithuanian Railways). These supplies are made in the frameworks of the agreement concluded in 2005, which envisages the production of four such diesel locomotives. Another two diesel locomotives of TEP70BC type have been delivered to Byelorussian Railways. The long-term contract concluded by Transmashholding and Byelorussian Railways envisages the construction of five such diesel locomotives, 18 oil-electrical engines of 5-26DG-01 type for modernization of freight locomotives of M62 type, and spares.
This year in Kolomna, it is planned to start a serial production of a new modification of main-line passenger diesel locomotive of TEP70-TEP70U type with an improved diesel engine, microprocessor-based control and diagnostic system, as well as complex safety facility KLUB-U that will arouse customer interest. Besides, the development of a new main-line passenger diesel locomotive of TEP35 type with asynchronous traction gear system is to start in 2006.
OAO Metrovagonmash, incorporated into ZAO Transmashholding, concluded a contract with Metro Warszawskie on delivery of 14 wagons with the total cost of USD 9.3 million. The wagons will be delivered in two lots: 6 and 8 units. The first one will be delivered to Poland this year. Metrovagonmash is the largest metro wagons building enterprise in the CIS and Eastern European countries. Besides, the company produces modern rail buses for suburban transportation along non-electrified lines. The enterprise was the first company in the CIS and Eastern Europe to launch the production of metro trains with asynchronous traction gear system, including the ones for elevated metro. The new models of metro wagons are equipped with a new car body, made of stainless steel, which enables to increase a wagon’s life time to 40 years. The company is developing models of one-, two-, three- and even four-wagoned rail buses produced with the use of Russian components. In 2005, a test model of three-wagoned rail bus RA-2 was produced, and it is planned to start its serial production.
In 2005, over 100 metro wagons and 50 rail buses were constructed at the enterprise. In 2006 the company plans to produce about 140 metro wagons and 50 rail buses.
Evaluating the competitiveness of the holding company’s production on the international market, A.Ledenev, Director of PR Department of ZAO Transmashholding, noticed that, «Competitiveness is created by many factors: technological level and opportunities of financing, and the state support. At the same time, high-tech solutions are not always the key factor for the customer. Another important factor is the readiness to offer a complex solution to the customer’s transport problems, including their financing. We are just starting to develop our competitiveness on the international market».
Introduction and Impression
Nowadays, Transmashholding has representative offices in Kazakhstan, Uzbekistan, Hungary, Byelorussia, Iran, Ukraine and the Baltic states. The launch of a joint trading house with OAO RZD is being discussed. The main target of the trading house will be promotion of technologies, products and services of the Russian railway machine building and railway transport services on foreign markets. We asked the company if it plans to enter the Chinese market. Representatives of Transmashholding answered that, «The Chinese transport machine building sector develops dynamically, and the main reason for it is a powerful support of the Chinese Government. Russian companies do not have such support yet». However, they underlined that Transmashholding closely cooperates with the state-owned company OAO RZD, and this enables it to develop and to increase the status of Russian rail machine building not only in Russia and the CIS, but also among potential and real competitors.
«Transmashholding considers the Russian market to be a part of international market, and the company’s presence on it is regarded as an essential element of international competition, which enables the company to be dynamical and develop constantly. We are not afraid to compete. Entering the Chinese market is not a simple process», the press-service of Transmashholding explained.
Nowadays the holding company actively settles on neighbouring territories. It launches a joint stock company specializing in railway machinery assemblage in cooperation with Kazakh companies. The joint-stock company will be created in several stages. At the first stage, rolling stock will be assembled out of the sets delivered from Russia. It will be locomotives, wagons, rail buses, the first consignment of which may be completed at the end of 2006. Market analysts believe that entering the Kazakh market is a correct and timely decision, because freight transportation volume grows very fast in Kazakhstan, while the country lacks machinery. So, Transmashholding has a chance to get a capacious market.
YULIA ALEXEYEVA
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On June 20-21, 2006 in Konstantinovsky Palace, Saint-Petersburg, the International Saint-Petersburg Transport-Logistic Forum was held. Vneshtorgbank played as the General Bank of the Forum, Refservice and ZNTK were General Sponsors. The event was also sponsored by TransContainer, BaltTransService and Transoil. Railway authorities from Russia, Finland, Latvia, Estonia, and Lithuania took part in the forum, as well as representatives of the RF Ministry of Transport, the RF Ministry of Economic Development and Trade, the Federal Antimonopoly Service, the Federal Tariff Service, regional administrations, heads of business-associations, industrial, transport, stevedoring companies etc. «We are happy about the fact that it is Saint-Petersburg that opens the series of regional transport-logistic conferences which will be held in different subjects of the Russian Federation this year and further on. The target of these meetings is discussion of cooperation between state authorities, transport community, industry and other market participants interested in the sector», said Lyubov Sovershayeva, Deputy Plenipotentiary of the RF President in the North-West Federal district at the opening of the forum.
Viktor Stepov, Head of October railway, read out the welcoming address of OAO RZD President, Vladimir Yakunin, where the great importance of the forum was emphasized. The programme included the plenary session and ten round-tables dedicated to transportation market model development, services quality, North-West region infrastructure, regional logistic centers, container transportation, the TransSiberian line, introducing of IT, new instruments for investment resources attraction etc.
The round table «Complex development of industrial potential and transport infrastructure of the Republic of Karelia» had great practical importance where the project of the region’s economy development initiated by railway men was discussed.
Within the framework of the forum, Viktor Stepov awarded some companies «Best Partner of October Railway» prize. The prizewinners included Eurosib Spb – Transport systems, BaltTransService, TransOil, FosAgroTrans, Lengiprotrans, Ust-Luga Company, Heiniken Brewery etc.
The participants of the Saint-Petersburg Transport-Logistic Forum expressed their wish to make it an annual event. Also the decision to hold similar events in Novorossiysk, Nizhny Novgorod, Khabarovsk etc. was made.
Welcome to New Participants!
It can be easily said that conferences held by ОАО RZD and «RZD-Partner» business magazine have become a respectable arena for three-literal discussion between the state, Russian railways and their partners. Organizers invite everybody interested to take part in forums and conferences.
IV International Conference «ОАО RZD on the transport services market: cooperation and partnership « will take place in Moscow on November 1-2.
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The round table «Complex development of industrial potential and transport infrastructure of the Republic of Karelia» had great practical importance where the project of the region’s economy development initiated by railway men was discussed.
Within the framework of the forum, Viktor Stepov awarded some companies «Best Partner of October Railway» prize. The prizewinners included Eurosib Spb – Transport systems, BaltTransService, TransOil, FosAgroTrans, Lengiprotrans, Ust-Luga Company, Heiniken Brewery etc.
The participants of the Saint-Petersburg Transport-Logistic Forum expressed their wish to make it an annual event. Also the decision to hold similar events in Novorossiysk, Nizhny Novgorod, Khabarovsk etc. was made.
Welcome to New Participants!
It can be easily said that conferences held by ОАО RZD and «RZD-Partner» business magazine have become a respectable arena for three-literal discussion between the state, Russian railways and their partners. Organizers invite everybody interested to take part in forums and conferences.
IV International Conference «ОАО RZD on the transport services market: cooperation and partnership « will take place in Moscow on November 1-2.
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On June 20-21, 2006 in Konstantinovsky Palace, Saint-Petersburg, the International Saint-Petersburg Transport-Logistic Forum was held. Vneshtorgbank played as the General Bank of the Forum, Refservice and ZNTK were General Sponsors. The event was also sponsored by TransContainer, BaltTransService and Transoil. Railway authorities from Russia, Finland, Latvia, Estonia, and Lithuania took part in the forum, as well as representatives of the RF Ministry of Transport, the RF Ministry of Economic Development and Trade, the Federal Antimonopoly Service, the Federal Tariff Service, regional administrations, heads of business-associations, industrial, transport, stevedoring companies etc. «We are happy about the fact that it is Saint-Petersburg that opens the series of regional transport-logistic conferences which will be held in different subjects of the Russian Federation this year and further on. The target of these meetings is discussion of cooperation between state authorities, transport community, industry and other market participants interested in the sector», said Lyubov Sovershayeva, Deputy Plenipotentiary of the RF President in the North-West Federal district at the opening of the forum.
Viktor Stepov, Head of October railway, read out the welcoming address of OAO RZD President, Vladimir Yakunin, where the great importance of the forum was emphasized. The programme included the plenary session and ten round-tables dedicated to transportation market model development, services quality, North-West region infrastructure, regional logistic centers, container transportation, the TransSiberian line, introducing of IT, new instruments for investment resources attraction etc.
The round table «Complex development of industrial potential and transport infrastructure of the Republic of Karelia» had great practical importance where the project of the region’s economy development initiated by railway men was discussed.
Within the framework of the forum, Viktor Stepov awarded some companies «Best Partner of October Railway» prize. The prizewinners included Eurosib Spb – Transport systems, BaltTransService, TransOil, FosAgroTrans, Lengiprotrans, Ust-Luga Company, Heiniken Brewery etc.
The participants of the Saint-Petersburg Transport-Logistic Forum expressed their wish to make it an annual event. Also the decision to hold similar events in Novorossiysk, Nizhny Novgorod, Khabarovsk etc. was made.
Welcome to New Participants!
It can be easily said that conferences held by ОАО RZD and «RZD-Partner» business magazine have become a respectable arena for three-literal discussion between the state, Russian railways and their partners. Organizers invite everybody interested to take part in forums and conferences.
IV International Conference «ОАО RZD on the transport services market: cooperation and partnership « will take place in Moscow on November 1-2.
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Within the framework of the forum, Viktor Stepov awarded some companies «Best Partner of October Railway» prize. The prizewinners included Eurosib Spb – Transport systems, BaltTransService, TransOil, FosAgroTrans, Lengiprotrans, Ust-Luga Company, Heiniken Brewery etc.
The participants of the Saint-Petersburg Transport-Logistic Forum expressed their wish to make it an annual event. Also the decision to hold similar events in Novorossiysk, Nizhny Novgorod, Khabarovsk etc. was made.
Welcome to New Participants!
It can be easily said that conferences held by ОАО RZD and «RZD-Partner» business magazine have become a respectable arena for three-literal discussion between the state, Russian railways and their partners. Organizers invite everybody interested to take part in forums and conferences.
IV International Conference «ОАО RZD on the transport services market: cooperation and partnership « will take place in Moscow on November 1-2.
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[DETAIL_TEXT] =>
Volumes and Profits Go to Private Business
Life made us face the issue of separation infrastructure and transportation businesses of the vertically-integrated company OAO RZD in a more radical way than the one planned by the Government Programme of the reform. «Inaction or inertia in solving these tasks already now threaten our opportunities to attract necessary volumes of investment for infrastructure development and car park renewal», stated Senior Vice-President of the corporation, head of the working group on Cargo Company launch Fyodor Andreyev. According to him, for the period covering 2003-2005, transportation volumes made by OAO RZD own park dropped almost by 10% and amounted to 68%; at the same time, the profit share from this type of transportation decreased by 50%. That shows the clear tendency for OAO RZD being pushed out of the market of high-profitable cargo transportation by private rolling stock owners. Mr. Andreyev says, in 2003 the company bought only 3.5 thousands of cars, in 2004 – 6 thousand of units, in 2005 – 8 thousand, while the annual need in car purchase amounts to 30 thousand units. At the same time, we should consider the fact that at the beginning of 2006, over 20% of the company’s inventory park was wear-and-tear. By 2010 the number of wear-and-tear cars will make 240 thousand units. The car owners’ park amounts to 280 thousand units already and most of them are practically new cars.
Even more impressive figures were given by the head of the planning and budget department Ilya Ryaschin. In 2003 the productivity level of private rolling stock park was by 25% less than that of OAO RZD, but in 2005 this level shows similar data. However, considering the general growth of this figure in 2005 for aggregate car by 3%, OAO RZD obtained the result of dropping it by 3%, and private business made it increase by almost 30%. In respect of gondola cars park that increased three-fold for private owners in the last three years, the coefficient of empty run to loaded dispatches makes 41%,and that of OAO RZD – 74%.
It is clear enough that cargo has been heading towards private companies for several years already. Basically there are two reasons for that: a higher quality of services which is quite natural considering the fact that a private company, as a rule, is much more efficient than a state-run one, and unequal tariff rates (ОАО RZD works within Tariff Regulation №10-01 and private businesses operate free tariffs for the car component). Overcoming these reasons of economic failure makes railway men launch the Cargo Company immediately. It should be reminded that the first official statement about that was made by OAO RZD President Vladimir Yakunin last November at the session of the RF Government.
Newcomer Costs USD 6 bln
According to the business-plan, the authorized capital stock of the newly established company will require 564 thousand rail cars, i.e. practically all universal and partially specialized rolling stock. The number of employees is forecasted to make from 1.5 to 5.5 thousand people. The Cargo Company will include a central control department and regional headquarters. The new company will actively use the net of trade offices and other OAO RZD departments on a contract basis, though trying to avoid parallelism in offering the same kind of services.
According to Morgan Stanley Bank, which participates in the development of the company’s financial model, its capitalization will amount to USD 6.4-8.9 bln. The operator’s losses are predicted to make in 2007 USD 3.4 bln in 2007, wherein amortization will take USD 1.8 bln, and car maintenance and repair – about USD 1 bln. As a result of launching the investment programme, the average age of cars is to shorten to 7-9 years. According to the basic scenario, the Cargo Company’s need in investment until 2010 will amount to USD 3.7 bln, which will be used to purchase 64 thousand cars. The investment programme developed in the optimistic view of things envisages the investment of USD 6.8 bln of company’s funds into the purchase of 150 thousand cars. It is quite possible the some part of funds will go to purchase locomotives.
Within one year from the entrance of Cargo Company to the market they plan to start IPO. Up to 49% of shares will be sold. This will make it possible to obtain about USD 5 bln, which will be used to develop the infrastructure that, in its turn, will cover half of the investment volumes deficit. Also, the Cargo Company is to receive from OAO RZD stock shares of other affiliate and dependent companies in the field of transportation.
Mechanism of Important Stabilizing Nature The Cargo Company will function as a rolling stock operator, i.e. it will offer cars for cargo transportation to cargo owners on a contractual basis with OAO RZD. «That is to say, depending on the degree of the Cargo Company’s involvement into transportation process, it will be able to perform as a carrier and conclude agreements with OAO RZD on cargo transportation in the Cargo Company’s rolling stock on behalf of the consignor on transportation accounts etc. The basis for providing consignors with services is to become agreements of transport expedition or agent agreements», commented Vyacheslav Petrenko, Deputy General Director of the Center of Transport Service of ОАО RZD. Speaking of repair and technical support for rolling stock, respective agreements with OAO RZD enterprises are to be concluded.
Due to the fact that the Cargo Company is to perform as an operator, not as a carrier, its activities won’t be regulated by the Bill «On natural monopolies», agreements are not of public character, and tariffs are not regulated by the state. In particular, V.Petrenko notes, this company is authorized to decline concluding agreements, as well as set preferences of differentiated privileges to certain consignors. As a reminder, this is against public agreement.
If it were the only basics of the established Cargo Company, no doubts, public reaction and the reaction of transport community to this sort of innovation would be more negative than we can see it today. However, one more important, efficient and rather tricky mechanism has been developed. In order not to allow technological and commercial failures of transportation process, to provide the necessary availability of transportation for low-priced goods producers and maintain the freedom of choice for customers, the majority of cars belonging to the Cargo Company are to be transferred under OAO RZD’s asset management or rented. This rolling stock will still transport cargo, according to the settings of Tariff Regulation №10-01. As the Cargo company acquires more experience and economic relations, its immediate park will be enhanced and the park of OAO RZD, on the contrary, shortened. Thus, in the future the cargo owner will have a chance to choose who to deal with: independent companies, the Cargo Company or OAO RZD. For the first two contagents, the car component of the tariff will be set on contractual terms, while for OAO RZD it will be regulated by the Federal Tariff Service.
Legal Tricks
It is clear that the formation of operators market at the moment is considered as a certain step towards the formation of the market of carriers and separation of carrying and infrastructure businesses off OAO RZD. What perspectives does the Cargo Company have in this respect? Vladimir Yakunin, OAO RZD President, commented on the situation in the following way: «Basically, it depends on how efficient and fast we, together with regulating bodies, will manage to work out proposals on amending the present-day legislation. This situation is still quite complicated and requires more work. I can also state state that today we do not have such operators who are ready to take the whole range of responsibilities laid upon a carrier by the legislation. Moreover, turning the Cargo company into a carrier is closely connected with the technological aspect. I think we need two-three years to perfect all property, contractual, organization and other issues. That is to say it will have been completed by the end of the third stage of the reform and, generally speaking, we have such legal right».
What are these legal difficulties on the way of forming carriers? One of them, connected with the public nature of the transportation agreement and the fact that private operators are said to be unprepared to this, proved to be false. There is no law that would oblige a carrier to transport any cargo to any destinations. The Civil Code just says to provide services for anyone who applied, with no price or other sort of preferences. Clause 11 of the RF Railway Transport Regulations points out that «the carrier has the right to refuse giving services on the basis of absence of technical and technological opportunities for transportation».
Legislation has proved to be a «magic box» of legal puzzles and brain-twisters. Not long ago Vadim Bynkov, the head of the legal department of OAO RZD, became the first who drew the attention of transport community to the fact that, according to the Bill «On natural monopolies», railway transportation is an area of the state antimonopoly regulation, but there is not a word concerning the use of infrastructure. Thus, if any operators want to turn into carriers, they should bear in mind the fact that the present-day situation can take the infrastructure to the free pricing area.
That is why the Cargo Company doesn’t strive to get the status of a carrier. If operator activities are not regulated properly, no doubts, a great number of problems will arise with carriers. Moreover, there is a risk that under public pressure, the new carrier will be taken as a subject of natural monopoly and obliged to work within Tariff Regulation tariffs.
In this respect, Yevgeny Mikhailov, representative of the RF Ministry of Economic Development and Trade reminded that, besides taking into consideration all issues connected with the Cargo Company formation, we shouldn’t forget about tariffs liberalization in competitive segments of transportation market (i.e. for OAO RZD). «We have all grounds to stop the state regulation of the car component for oil transportation, for example, from January 1. But, to achieve this, railway businessmen should act in a more active way and persuade regulating bodies to take this position giving them strong proofs», he noted.
In general, it is quite clear that the real obstacle on the way of private carriers institution launch in Russia, on top of legal issues, is the problem that has to do with providing a stable functioning of railway transport. However, the mechanisms of market adaptation from the operator to carrier type discovered as the Cargo Company arrived and transferred part of cars to OAO RZD regulated tariffs transportation can be called quite efficient and prospective.
What are the benefits the railway transport will get as a result of taking this step?
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[DETAIL_TEXT] =>
Volumes and Profits Go to Private Business
Life made us face the issue of separation infrastructure and transportation businesses of the vertically-integrated company OAO RZD in a more radical way than the one planned by the Government Programme of the reform. «Inaction or inertia in solving these tasks already now threaten our opportunities to attract necessary volumes of investment for infrastructure development and car park renewal», stated Senior Vice-President of the corporation, head of the working group on Cargo Company launch Fyodor Andreyev. According to him, for the period covering 2003-2005, transportation volumes made by OAO RZD own park dropped almost by 10% and amounted to 68%; at the same time, the profit share from this type of transportation decreased by 50%. That shows the clear tendency for OAO RZD being pushed out of the market of high-profitable cargo transportation by private rolling stock owners. Mr. Andreyev says, in 2003 the company bought only 3.5 thousands of cars, in 2004 – 6 thousand of units, in 2005 – 8 thousand, while the annual need in car purchase amounts to 30 thousand units. At the same time, we should consider the fact that at the beginning of 2006, over 20% of the company’s inventory park was wear-and-tear. By 2010 the number of wear-and-tear cars will make 240 thousand units. The car owners’ park amounts to 280 thousand units already and most of them are practically new cars.
Even more impressive figures were given by the head of the planning and budget department Ilya Ryaschin. In 2003 the productivity level of private rolling stock park was by 25% less than that of OAO RZD, but in 2005 this level shows similar data. However, considering the general growth of this figure in 2005 for aggregate car by 3%, OAO RZD obtained the result of dropping it by 3%, and private business made it increase by almost 30%. In respect of gondola cars park that increased three-fold for private owners in the last three years, the coefficient of empty run to loaded dispatches makes 41%,and that of OAO RZD – 74%.
It is clear enough that cargo has been heading towards private companies for several years already. Basically there are two reasons for that: a higher quality of services which is quite natural considering the fact that a private company, as a rule, is much more efficient than a state-run one, and unequal tariff rates (ОАО RZD works within Tariff Regulation №10-01 and private businesses operate free tariffs for the car component). Overcoming these reasons of economic failure makes railway men launch the Cargo Company immediately. It should be reminded that the first official statement about that was made by OAO RZD President Vladimir Yakunin last November at the session of the RF Government.
Newcomer Costs USD 6 bln
According to the business-plan, the authorized capital stock of the newly established company will require 564 thousand rail cars, i.e. practically all universal and partially specialized rolling stock. The number of employees is forecasted to make from 1.5 to 5.5 thousand people. The Cargo Company will include a central control department and regional headquarters. The new company will actively use the net of trade offices and other OAO RZD departments on a contract basis, though trying to avoid parallelism in offering the same kind of services.
According to Morgan Stanley Bank, which participates in the development of the company’s financial model, its capitalization will amount to USD 6.4-8.9 bln. The operator’s losses are predicted to make in 2007 USD 3.4 bln in 2007, wherein amortization will take USD 1.8 bln, and car maintenance and repair – about USD 1 bln. As a result of launching the investment programme, the average age of cars is to shorten to 7-9 years. According to the basic scenario, the Cargo Company’s need in investment until 2010 will amount to USD 3.7 bln, which will be used to purchase 64 thousand cars. The investment programme developed in the optimistic view of things envisages the investment of USD 6.8 bln of company’s funds into the purchase of 150 thousand cars. It is quite possible the some part of funds will go to purchase locomotives.
Within one year from the entrance of Cargo Company to the market they plan to start IPO. Up to 49% of shares will be sold. This will make it possible to obtain about USD 5 bln, which will be used to develop the infrastructure that, in its turn, will cover half of the investment volumes deficit. Also, the Cargo Company is to receive from OAO RZD stock shares of other affiliate and dependent companies in the field of transportation.
Mechanism of Important Stabilizing Nature The Cargo Company will function as a rolling stock operator, i.e. it will offer cars for cargo transportation to cargo owners on a contractual basis with OAO RZD. «That is to say, depending on the degree of the Cargo Company’s involvement into transportation process, it will be able to perform as a carrier and conclude agreements with OAO RZD on cargo transportation in the Cargo Company’s rolling stock on behalf of the consignor on transportation accounts etc. The basis for providing consignors with services is to become agreements of transport expedition or agent agreements», commented Vyacheslav Petrenko, Deputy General Director of the Center of Transport Service of ОАО RZD. Speaking of repair and technical support for rolling stock, respective agreements with OAO RZD enterprises are to be concluded.
Due to the fact that the Cargo Company is to perform as an operator, not as a carrier, its activities won’t be regulated by the Bill «On natural monopolies», agreements are not of public character, and tariffs are not regulated by the state. In particular, V.Petrenko notes, this company is authorized to decline concluding agreements, as well as set preferences of differentiated privileges to certain consignors. As a reminder, this is against public agreement.
If it were the only basics of the established Cargo Company, no doubts, public reaction and the reaction of transport community to this sort of innovation would be more negative than we can see it today. However, one more important, efficient and rather tricky mechanism has been developed. In order not to allow technological and commercial failures of transportation process, to provide the necessary availability of transportation for low-priced goods producers and maintain the freedom of choice for customers, the majority of cars belonging to the Cargo Company are to be transferred under OAO RZD’s asset management or rented. This rolling stock will still transport cargo, according to the settings of Tariff Regulation №10-01. As the Cargo company acquires more experience and economic relations, its immediate park will be enhanced and the park of OAO RZD, on the contrary, shortened. Thus, in the future the cargo owner will have a chance to choose who to deal with: independent companies, the Cargo Company or OAO RZD. For the first two contagents, the car component of the tariff will be set on contractual terms, while for OAO RZD it will be regulated by the Federal Tariff Service.
Legal Tricks
It is clear that the formation of operators market at the moment is considered as a certain step towards the formation of the market of carriers and separation of carrying and infrastructure businesses off OAO RZD. What perspectives does the Cargo Company have in this respect? Vladimir Yakunin, OAO RZD President, commented on the situation in the following way: «Basically, it depends on how efficient and fast we, together with regulating bodies, will manage to work out proposals on amending the present-day legislation. This situation is still quite complicated and requires more work. I can also state state that today we do not have such operators who are ready to take the whole range of responsibilities laid upon a carrier by the legislation. Moreover, turning the Cargo company into a carrier is closely connected with the technological aspect. I think we need two-three years to perfect all property, contractual, organization and other issues. That is to say it will have been completed by the end of the third stage of the reform and, generally speaking, we have such legal right».
What are these legal difficulties on the way of forming carriers? One of them, connected with the public nature of the transportation agreement and the fact that private operators are said to be unprepared to this, proved to be false. There is no law that would oblige a carrier to transport any cargo to any destinations. The Civil Code just says to provide services for anyone who applied, with no price or other sort of preferences. Clause 11 of the RF Railway Transport Regulations points out that «the carrier has the right to refuse giving services on the basis of absence of technical and technological opportunities for transportation».
Legislation has proved to be a «magic box» of legal puzzles and brain-twisters. Not long ago Vadim Bynkov, the head of the legal department of OAO RZD, became the first who drew the attention of transport community to the fact that, according to the Bill «On natural monopolies», railway transportation is an area of the state antimonopoly regulation, but there is not a word concerning the use of infrastructure. Thus, if any operators want to turn into carriers, they should bear in mind the fact that the present-day situation can take the infrastructure to the free pricing area.
That is why the Cargo Company doesn’t strive to get the status of a carrier. If operator activities are not regulated properly, no doubts, a great number of problems will arise with carriers. Moreover, there is a risk that under public pressure, the new carrier will be taken as a subject of natural monopoly and obliged to work within Tariff Regulation tariffs.
In this respect, Yevgeny Mikhailov, representative of the RF Ministry of Economic Development and Trade reminded that, besides taking into consideration all issues connected with the Cargo Company formation, we shouldn’t forget about tariffs liberalization in competitive segments of transportation market (i.e. for OAO RZD). «We have all grounds to stop the state regulation of the car component for oil transportation, for example, from January 1. But, to achieve this, railway businessmen should act in a more active way and persuade regulating bodies to take this position giving them strong proofs», he noted.
In general, it is quite clear that the real obstacle on the way of private carriers institution launch in Russia, on top of legal issues, is the problem that has to do with providing a stable functioning of railway transport. However, the mechanisms of market adaptation from the operator to carrier type discovered as the Cargo Company arrived and transferred part of cars to OAO RZD regulated tariffs transportation can be called quite efficient and prospective.
What are the benefits the railway transport will get as a result of taking this step?
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[DETAIL_TEXT] => OOO Evraz-Holding is holding negotiations with OOO Brunswick Rail Leasing to lease 200-300 special flat cars for rail transportation, said Commercial Director of OOO Brunswick Rail Leasing Mikhail Ponomarev.
«The specialists of Nizhny Tagil Metallurgical Plant (largest producer of rails in Russia) have already examined a pre-production model of the flat car», he said. Mikhail Ponomarev also added that this model of flat cars can be used for container transportation as well, which makes it almost universal.
AISTs Delivered to Ust-Luga
ZAO Sevmormontazh produced and delivered the first two of four gantry cranes ordered by OAO Universal Handling Complex situated on the territory of Ust-Luga.
The half-assembled gantry cranes were delivered by sea on a universal barge. Parts of cranes, the mass of which amounted to 100 tons, were unloaded by a floating crane.
It took only eight months to produce and deliver the two cranes. Universal gantry cranes AIST are to be exploited to grab and to hook. The maximum capacity of such a crane is 32 tons. The cranes represent the new generation of re-loading equipment. The kitting-up of all the important junctions, driving gears, as well as the management system of the gantry cranes AIST, were produced in close cooperation with German leading crane producing companies.
OAO Transmash Concluded Big Contract
OAO Transmash concluded the largest contract on long-basis platforms production in its history.
The company produces several models of this type of rolling stock: flat cars for transportation of containers of large capacity; multi-functional ones (for pipes with large diameter and sheet metal packages); platforms for long-measuring cargoes transportation. The contract envisages construction of 1,600 long-basis platforms for transportation of containers of large capacity. The contract is for the total sum of RUR 2.5 billion.
VSW to Produce Wheels of New Generation
The Federal Railroad Transport Certification Register has issued to Vyksa Steel Works (VSW, Nizhny Novgorod Region, part of United Metallurgical Company (OMK)) a certificate of conformity covering a pilot batch of wheels featuring enhanced rim hardness and curved disks for new generation freight cars.
These wheels can withstand axle loads reaching 30 tons, while actual axle loads produced by freight cars on Russian railroads are 23.7 tons. The fatigue strength (wheel strength at cyclic loads) and service durability of these wheels are 1.5 times as high as similar specifications of wheels with flat cone disks. The technology used for the manufacture of new wheels is developed by VSW and the Russian Research Institute for Railway Transport (VNIIZhT). The company obtained useful model patents and invention patents covering the wheels with enhanced rim hardness and curved disks. This allows VSW to be the exclusive manufacturer of wheels having such design for 20 years.
VSW’s engineering breakthrough in the field of wheel manufacture results from the strategic partnership between OMK and Russian Railways. In accordance with the contract, VSW will deliver to Russian Railways about five million wheels by 2010. Under the agreement with the Department for Long-Distance Passenger Transportation of Russian Railways, VSW also made a pilot batch of wheels with improved performance characteristics for passenger cars. The company has already delivered 80 wheels (40 wheels of each type: flat cone and S-shaped) to Russian Railways for running tests and further certification.
By the end of 2006, the VSW wheel-rolling shop will produce the first two thousand wheels with enhanced rim hardness and curved disks to be delivered to Uralvagonzavod and Altaivagon.
Rails That Will Stand Everything
Novokuznetsk Metallurgical Plant, incorporated into Evraz Group, gave an application for certification of a new type of rails with higher durability and contact endurance. Such rails are to be used on the most complicated sectors of railways.
The certification is carried out by the Certification on the Federal Railway Transport Enrolment in accordance with the demand of the company’s largest consumer OAO RZD. When this procedure is completed, Novokuznetsk Metallurgical Plant will start the production of the new type of rails. By now durable rails have been tested at the Zapadno-Sibirskaya (West-Siberian), Krasnoyarskaya (Krasnoyarsk), Vostochno-Sibirskaya (East-Siberian) and Yuzhno-Uralskaya (South-Ural) railways. At the meeting of the interdepartmental rail committee, representatives of OAO RZD stressed that the resource of durable rails for difficult sectors (curves with small radius, grades and descents) is 30-50% higher than that of usual thermostrengthened rails. Thus, the use of such rails will enable to increase train safety, while reducing expenses on track repair.
The Russian railway demand for the new production of Novokuznetsk Metallurgical Plant is estimated at the level of 50 thousand tons annually.
NLMK Purchased 30% Shareholding of OOO Independent Transport Company
Novolipetsk Metallurgical Enterprise (NLMK) purchased 30% shareholding of OOO Independent Transport Company.
After the contract was concluded, the shareholding of OAO NLMK in the authorized capital of OOO Independent Transport Company amounts to 100%. The shareholding was sold by OOO Eurasian Transport Company. OOO Independent Transport Company is one of the key logistic assets of NLMK. It provides a timely supply of raw materials and delivery of produce to consumers in Russia and abroad. OOO Independent Transport Company coordinates cooperation between OAO RZD and administrations of ports.
The purchase of the shareholding was held in accordance with NLMK’s plan of inner restructuring. One of the key elements of the plan is consolidation of profile assets.
SUEK Invests USD 25-30 Million Into Coal Terminal
OAO Siberian Coal Energy Company (SUEK) is to invest USD 25-30 million into the construction of a coal terminal in Muchka bay (Khabarovsk region) in 2006.
«The total volume of investments into the terminal construction will amount to USD 150 million», said Vladimir Rashevsky, Director General of SUEK.
In his words, the coal terminal construction will be completed in Q1 of 2008. The terminal will handle up to 12 million tons of coal annually.
Rosneft Purchased Nakhodka Oil Port
NC Rosneft purchased 97.51% shareholding of OAO Nakhodka Oil Commercial Sea Port for RUR 528 million (USD 19.5 million).
Nakhodka Oil Port is the largest specialized commercial sea port on the Pacific coast of the Russian Federation. Five of its berths with the total length of 520 meters can service vessels with the length of up to 250 meters with 11.5 meter draft. The port also owns a universal terminal and a dry cargo berth with the length of 160 meters. The annual capacity of the bunkering oil base, put into operation in 2003, is 240 thousand tons.
The all-weather oil port lies in Novitskogo bay at the Western shore of Nakhodka gulf. In 2006 the oil port handled about 6 million tons of oil products; over 1,000 vessels were serviced there. The authorized capital of OAO Nakhodka Oil Commercial Sea Port is RUR 13.039 million.
Rosneft also owns 40.62% of OAO NC Rosneft-Nakhodkanefteproduct – the largest Russian oil terminal in the Far East. The company specializes in warehousing and sale of oil and products. Nakhodkanefteproduct has a petroleum storage depot with the capacity of over 400 thousand cubic meters. The annual handling volume is almost 7 million tons.
Besides, Rosneft has 100% shareholding of ZAO Vostochny Oil Terminal (Nakhodka) launched to carry out the project of construction of an oil terminal with the annual capacity of four million tons.
Transmashholding Enlarged Its Assets
ZAO Transmashholding purchased AO Riga Electric Machine Building Plant (Riga, Latvia).
Transmashholding decided to purchase the plant to strengthen its positions in the electric equipment sector which is one of the key components of modern rolling stock. Nowadays, producing accessories meeting all the modern requirements to the technical level, as well as quality, is one of the bottle-necks negatively influencing the company’s development. Enterprises producing accessories often fail to fulfill the holding company’s demands.
Riga Electric Machine Building Plant specializes in producing electric equipment (sets of electric equipment for electric trains, including energy-saving ones, passenger wagons, trams and electric loaders etc.) and capital repair of propulsion engine. The list of the plant’s largest consumers includes enterprises in Russia (Demikhovsky machine building plant, Torzhoksky wagon building plant, Egorov Vagonmash), Ukraine and Baltic states.
OAO Autocrane: Results of H1
OAO Autocrane summed up the results of its work in H1 of 2006. During this period, 945 autocranes Ivanovets of different capacity were produced. That significantly overcomes the output during the same period of 2005.
The output of almost all types of cranes produced at the plant increased. For example, the production of cranes with the carrying capacity of 25 tons grew by 17% year-on-year. Nowadays OAO Autocrane produces five modifications of Ivanovets cranes with the capacity of 25 tons on chassis of URAL, MAZ and KAMAZ trademarks. The production of the so-called «heavy» autocranes – Ivanovest with the capacity of 32 tons – grew twofold, and the output of cranes with the capacity of 50 tons increased by 1.5 times. The company’s stable work aimed to increase the output, improve the quality of produce and the service system, to enable the plant to remain a leader in the crane building sector in Russia and the CIS.
FESCO Fleet Increased
On July 20, 2006 FESCO Baykal, the largest container carrier of Far Eastern Shipping Company, was delivered in Aker Ostsee Yard (Wismar, Germany).
The vessel can take 2,741 TEU onboard, including 400 refrigerated containers. At the moment this vessel is the largest operated by Russian shipowners. Its full speed is 22 knots, which makes this ship the fastest container vessel of FESCO’s fleet. The vessel is equipped with three cranes with the capacity of 45 tons. The delivery of two subsequent vessels of the series – FESCO Barguzin and FESCO Bratsk – is scheduled for August 17 and September 14 this year.
[~DETAIL_TEXT] => OOO Evraz-Holding is holding negotiations with OOO Brunswick Rail Leasing to lease 200-300 special flat cars for rail transportation, said Commercial Director of OOO Brunswick Rail Leasing Mikhail Ponomarev.
«The specialists of Nizhny Tagil Metallurgical Plant (largest producer of rails in Russia) have already examined a pre-production model of the flat car», he said. Mikhail Ponomarev also added that this model of flat cars can be used for container transportation as well, which makes it almost universal.
AISTs Delivered to Ust-Luga
ZAO Sevmormontazh produced and delivered the first two of four gantry cranes ordered by OAO Universal Handling Complex situated on the territory of Ust-Luga.
The half-assembled gantry cranes were delivered by sea on a universal barge. Parts of cranes, the mass of which amounted to 100 tons, were unloaded by a floating crane.
It took only eight months to produce and deliver the two cranes. Universal gantry cranes AIST are to be exploited to grab and to hook. The maximum capacity of such a crane is 32 tons. The cranes represent the new generation of re-loading equipment. The kitting-up of all the important junctions, driving gears, as well as the management system of the gantry cranes AIST, were produced in close cooperation with German leading crane producing companies.
OAO Transmash Concluded Big Contract
OAO Transmash concluded the largest contract on long-basis platforms production in its history.
The company produces several models of this type of rolling stock: flat cars for transportation of containers of large capacity; multi-functional ones (for pipes with large diameter and sheet metal packages); platforms for long-measuring cargoes transportation. The contract envisages construction of 1,600 long-basis platforms for transportation of containers of large capacity. The contract is for the total sum of RUR 2.5 billion.
VSW to Produce Wheels of New Generation
The Federal Railroad Transport Certification Register has issued to Vyksa Steel Works (VSW, Nizhny Novgorod Region, part of United Metallurgical Company (OMK)) a certificate of conformity covering a pilot batch of wheels featuring enhanced rim hardness and curved disks for new generation freight cars.
These wheels can withstand axle loads reaching 30 tons, while actual axle loads produced by freight cars on Russian railroads are 23.7 tons. The fatigue strength (wheel strength at cyclic loads) and service durability of these wheels are 1.5 times as high as similar specifications of wheels with flat cone disks. The technology used for the manufacture of new wheels is developed by VSW and the Russian Research Institute for Railway Transport (VNIIZhT). The company obtained useful model patents and invention patents covering the wheels with enhanced rim hardness and curved disks. This allows VSW to be the exclusive manufacturer of wheels having such design for 20 years.
VSW’s engineering breakthrough in the field of wheel manufacture results from the strategic partnership between OMK and Russian Railways. In accordance with the contract, VSW will deliver to Russian Railways about five million wheels by 2010. Under the agreement with the Department for Long-Distance Passenger Transportation of Russian Railways, VSW also made a pilot batch of wheels with improved performance characteristics for passenger cars. The company has already delivered 80 wheels (40 wheels of each type: flat cone and S-shaped) to Russian Railways for running tests and further certification.
By the end of 2006, the VSW wheel-rolling shop will produce the first two thousand wheels with enhanced rim hardness and curved disks to be delivered to Uralvagonzavod and Altaivagon.
Rails That Will Stand Everything
Novokuznetsk Metallurgical Plant, incorporated into Evraz Group, gave an application for certification of a new type of rails with higher durability and contact endurance. Such rails are to be used on the most complicated sectors of railways.
The certification is carried out by the Certification on the Federal Railway Transport Enrolment in accordance with the demand of the company’s largest consumer OAO RZD. When this procedure is completed, Novokuznetsk Metallurgical Plant will start the production of the new type of rails. By now durable rails have been tested at the Zapadno-Sibirskaya (West-Siberian), Krasnoyarskaya (Krasnoyarsk), Vostochno-Sibirskaya (East-Siberian) and Yuzhno-Uralskaya (South-Ural) railways. At the meeting of the interdepartmental rail committee, representatives of OAO RZD stressed that the resource of durable rails for difficult sectors (curves with small radius, grades and descents) is 30-50% higher than that of usual thermostrengthened rails. Thus, the use of such rails will enable to increase train safety, while reducing expenses on track repair.
The Russian railway demand for the new production of Novokuznetsk Metallurgical Plant is estimated at the level of 50 thousand tons annually.
NLMK Purchased 30% Shareholding of OOO Independent Transport Company
Novolipetsk Metallurgical Enterprise (NLMK) purchased 30% shareholding of OOO Independent Transport Company.
After the contract was concluded, the shareholding of OAO NLMK in the authorized capital of OOO Independent Transport Company amounts to 100%. The shareholding was sold by OOO Eurasian Transport Company. OOO Independent Transport Company is one of the key logistic assets of NLMK. It provides a timely supply of raw materials and delivery of produce to consumers in Russia and abroad. OOO Independent Transport Company coordinates cooperation between OAO RZD and administrations of ports.
The purchase of the shareholding was held in accordance with NLMK’s plan of inner restructuring. One of the key elements of the plan is consolidation of profile assets.
SUEK Invests USD 25-30 Million Into Coal Terminal
OAO Siberian Coal Energy Company (SUEK) is to invest USD 25-30 million into the construction of a coal terminal in Muchka bay (Khabarovsk region) in 2006.
«The total volume of investments into the terminal construction will amount to USD 150 million», said Vladimir Rashevsky, Director General of SUEK.
In his words, the coal terminal construction will be completed in Q1 of 2008. The terminal will handle up to 12 million tons of coal annually.
Rosneft Purchased Nakhodka Oil Port
NC Rosneft purchased 97.51% shareholding of OAO Nakhodka Oil Commercial Sea Port for RUR 528 million (USD 19.5 million).
Nakhodka Oil Port is the largest specialized commercial sea port on the Pacific coast of the Russian Federation. Five of its berths with the total length of 520 meters can service vessels with the length of up to 250 meters with 11.5 meter draft. The port also owns a universal terminal and a dry cargo berth with the length of 160 meters. The annual capacity of the bunkering oil base, put into operation in 2003, is 240 thousand tons.
The all-weather oil port lies in Novitskogo bay at the Western shore of Nakhodka gulf. In 2006 the oil port handled about 6 million tons of oil products; over 1,000 vessels were serviced there. The authorized capital of OAO Nakhodka Oil Commercial Sea Port is RUR 13.039 million.
Rosneft also owns 40.62% of OAO NC Rosneft-Nakhodkanefteproduct – the largest Russian oil terminal in the Far East. The company specializes in warehousing and sale of oil and products. Nakhodkanefteproduct has a petroleum storage depot with the capacity of over 400 thousand cubic meters. The annual handling volume is almost 7 million tons.
Besides, Rosneft has 100% shareholding of ZAO Vostochny Oil Terminal (Nakhodka) launched to carry out the project of construction of an oil terminal with the annual capacity of four million tons.
Transmashholding Enlarged Its Assets
ZAO Transmashholding purchased AO Riga Electric Machine Building Plant (Riga, Latvia).
Transmashholding decided to purchase the plant to strengthen its positions in the electric equipment sector which is one of the key components of modern rolling stock. Nowadays, producing accessories meeting all the modern requirements to the technical level, as well as quality, is one of the bottle-necks negatively influencing the company’s development. Enterprises producing accessories often fail to fulfill the holding company’s demands.
Riga Electric Machine Building Plant specializes in producing electric equipment (sets of electric equipment for electric trains, including energy-saving ones, passenger wagons, trams and electric loaders etc.) and capital repair of propulsion engine. The list of the plant’s largest consumers includes enterprises in Russia (Demikhovsky machine building plant, Torzhoksky wagon building plant, Egorov Vagonmash), Ukraine and Baltic states.
OAO Autocrane: Results of H1
OAO Autocrane summed up the results of its work in H1 of 2006. During this period, 945 autocranes Ivanovets of different capacity were produced. That significantly overcomes the output during the same period of 2005.
The output of almost all types of cranes produced at the plant increased. For example, the production of cranes with the carrying capacity of 25 tons grew by 17% year-on-year. Nowadays OAO Autocrane produces five modifications of Ivanovets cranes with the capacity of 25 tons on chassis of URAL, MAZ and KAMAZ trademarks. The production of the so-called «heavy» autocranes – Ivanovest with the capacity of 32 tons – grew twofold, and the output of cranes with the capacity of 50 tons increased by 1.5 times. The company’s stable work aimed to increase the output, improve the quality of produce and the service system, to enable the plant to remain a leader in the crane building sector in Russia and the CIS.
FESCO Fleet Increased
On July 20, 2006 FESCO Baykal, the largest container carrier of Far Eastern Shipping Company, was delivered in Aker Ostsee Yard (Wismar, Germany).
The vessel can take 2,741 TEU onboard, including 400 refrigerated containers. At the moment this vessel is the largest operated by Russian shipowners. Its full speed is 22 knots, which makes this ship the fastest container vessel of FESCO’s fleet. The vessel is equipped with three cranes with the capacity of 45 tons. The delivery of two subsequent vessels of the series – FESCO Barguzin and FESCO Bratsk – is scheduled for August 17 and September 14 this year.
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[DETAIL_TEXT] => OOO Evraz-Holding is holding negotiations with OOO Brunswick Rail Leasing to lease 200-300 special flat cars for rail transportation, said Commercial Director of OOO Brunswick Rail Leasing Mikhail Ponomarev.
«The specialists of Nizhny Tagil Metallurgical Plant (largest producer of rails in Russia) have already examined a pre-production model of the flat car», he said. Mikhail Ponomarev also added that this model of flat cars can be used for container transportation as well, which makes it almost universal.
AISTs Delivered to Ust-Luga
ZAO Sevmormontazh produced and delivered the first two of four gantry cranes ordered by OAO Universal Handling Complex situated on the territory of Ust-Luga.
The half-assembled gantry cranes were delivered by sea on a universal barge. Parts of cranes, the mass of which amounted to 100 tons, were unloaded by a floating crane.
It took only eight months to produce and deliver the two cranes. Universal gantry cranes AIST are to be exploited to grab and to hook. The maximum capacity of such a crane is 32 tons. The cranes represent the new generation of re-loading equipment. The kitting-up of all the important junctions, driving gears, as well as the management system of the gantry cranes AIST, were produced in close cooperation with German leading crane producing companies.
OAO Transmash Concluded Big Contract
OAO Transmash concluded the largest contract on long-basis platforms production in its history.
The company produces several models of this type of rolling stock: flat cars for transportation of containers of large capacity; multi-functional ones (for pipes with large diameter and sheet metal packages); platforms for long-measuring cargoes transportation. The contract envisages construction of 1,600 long-basis platforms for transportation of containers of large capacity. The contract is for the total sum of RUR 2.5 billion.
VSW to Produce Wheels of New Generation
The Federal Railroad Transport Certification Register has issued to Vyksa Steel Works (VSW, Nizhny Novgorod Region, part of United Metallurgical Company (OMK)) a certificate of conformity covering a pilot batch of wheels featuring enhanced rim hardness and curved disks for new generation freight cars.
These wheels can withstand axle loads reaching 30 tons, while actual axle loads produced by freight cars on Russian railroads are 23.7 tons. The fatigue strength (wheel strength at cyclic loads) and service durability of these wheels are 1.5 times as high as similar specifications of wheels with flat cone disks. The technology used for the manufacture of new wheels is developed by VSW and the Russian Research Institute for Railway Transport (VNIIZhT). The company obtained useful model patents and invention patents covering the wheels with enhanced rim hardness and curved disks. This allows VSW to be the exclusive manufacturer of wheels having such design for 20 years.
VSW’s engineering breakthrough in the field of wheel manufacture results from the strategic partnership between OMK and Russian Railways. In accordance with the contract, VSW will deliver to Russian Railways about five million wheels by 2010. Under the agreement with the Department for Long-Distance Passenger Transportation of Russian Railways, VSW also made a pilot batch of wheels with improved performance characteristics for passenger cars. The company has already delivered 80 wheels (40 wheels of each type: flat cone and S-shaped) to Russian Railways for running tests and further certification.
By the end of 2006, the VSW wheel-rolling shop will produce the first two thousand wheels with enhanced rim hardness and curved disks to be delivered to Uralvagonzavod and Altaivagon.
Rails That Will Stand Everything
Novokuznetsk Metallurgical Plant, incorporated into Evraz Group, gave an application for certification of a new type of rails with higher durability and contact endurance. Such rails are to be used on the most complicated sectors of railways.
The certification is carried out by the Certification on the Federal Railway Transport Enrolment in accordance with the demand of the company’s largest consumer OAO RZD. When this procedure is completed, Novokuznetsk Metallurgical Plant will start the production of the new type of rails. By now durable rails have been tested at the Zapadno-Sibirskaya (West-Siberian), Krasnoyarskaya (Krasnoyarsk), Vostochno-Sibirskaya (East-Siberian) and Yuzhno-Uralskaya (South-Ural) railways. At the meeting of the interdepartmental rail committee, representatives of OAO RZD stressed that the resource of durable rails for difficult sectors (curves with small radius, grades and descents) is 30-50% higher than that of usual thermostrengthened rails. Thus, the use of such rails will enable to increase train safety, while reducing expenses on track repair.
The Russian railway demand for the new production of Novokuznetsk Metallurgical Plant is estimated at the level of 50 thousand tons annually.
NLMK Purchased 30% Shareholding of OOO Independent Transport Company
Novolipetsk Metallurgical Enterprise (NLMK) purchased 30% shareholding of OOO Independent Transport Company.
After the contract was concluded, the shareholding of OAO NLMK in the authorized capital of OOO Independent Transport Company amounts to 100%. The shareholding was sold by OOO Eurasian Transport Company. OOO Independent Transport Company is one of the key logistic assets of NLMK. It provides a timely supply of raw materials and delivery of produce to consumers in Russia and abroad. OOO Independent Transport Company coordinates cooperation between OAO RZD and administrations of ports.
The purchase of the shareholding was held in accordance with NLMK’s plan of inner restructuring. One of the key elements of the plan is consolidation of profile assets.
SUEK Invests USD 25-30 Million Into Coal Terminal
OAO Siberian Coal Energy Company (SUEK) is to invest USD 25-30 million into the construction of a coal terminal in Muchka bay (Khabarovsk region) in 2006.
«The total volume of investments into the terminal construction will amount to USD 150 million», said Vladimir Rashevsky, Director General of SUEK.
In his words, the coal terminal construction will be completed in Q1 of 2008. The terminal will handle up to 12 million tons of coal annually.
Rosneft Purchased Nakhodka Oil Port
NC Rosneft purchased 97.51% shareholding of OAO Nakhodka Oil Commercial Sea Port for RUR 528 million (USD 19.5 million).
Nakhodka Oil Port is the largest specialized commercial sea port on the Pacific coast of the Russian Federation. Five of its berths with the total length of 520 meters can service vessels with the length of up to 250 meters with 11.5 meter draft. The port also owns a universal terminal and a dry cargo berth with the length of 160 meters. The annual capacity of the bunkering oil base, put into operation in 2003, is 240 thousand tons.
The all-weather oil port lies in Novitskogo bay at the Western shore of Nakhodka gulf. In 2006 the oil port handled about 6 million tons of oil products; over 1,000 vessels were serviced there. The authorized capital of OAO Nakhodka Oil Commercial Sea Port is RUR 13.039 million.
Rosneft also owns 40.62% of OAO NC Rosneft-Nakhodkanefteproduct – the largest Russian oil terminal in the Far East. The company specializes in warehousing and sale of oil and products. Nakhodkanefteproduct has a petroleum storage depot with the capacity of over 400 thousand cubic meters. The annual handling volume is almost 7 million tons.
Besides, Rosneft has 100% shareholding of ZAO Vostochny Oil Terminal (Nakhodka) launched to carry out the project of construction of an oil terminal with the annual capacity of four million tons.
Transmashholding Enlarged Its Assets
ZAO Transmashholding purchased AO Riga Electric Machine Building Plant (Riga, Latvia).
Transmashholding decided to purchase the plant to strengthen its positions in the electric equipment sector which is one of the key components of modern rolling stock. Nowadays, producing accessories meeting all the modern requirements to the technical level, as well as quality, is one of the bottle-necks negatively influencing the company’s development. Enterprises producing accessories often fail to fulfill the holding company’s demands.
Riga Electric Machine Building Plant specializes in producing electric equipment (sets of electric equipment for electric trains, including energy-saving ones, passenger wagons, trams and electric loaders etc.) and capital repair of propulsion engine. The list of the plant’s largest consumers includes enterprises in Russia (Demikhovsky machine building plant, Torzhoksky wagon building plant, Egorov Vagonmash), Ukraine and Baltic states.
OAO Autocrane: Results of H1
OAO Autocrane summed up the results of its work in H1 of 2006. During this period, 945 autocranes Ivanovets of different capacity were produced. That significantly overcomes the output during the same period of 2005.
The output of almost all types of cranes produced at the plant increased. For example, the production of cranes with the carrying capacity of 25 tons grew by 17% year-on-year. Nowadays OAO Autocrane produces five modifications of Ivanovets cranes with the capacity of 25 tons on chassis of URAL, MAZ and KAMAZ trademarks. The production of the so-called «heavy» autocranes – Ivanovest with the capacity of 32 tons – grew twofold, and the output of cranes with the capacity of 50 tons increased by 1.5 times. The company’s stable work aimed to increase the output, improve the quality of produce and the service system, to enable the plant to remain a leader in the crane building sector in Russia and the CIS.
FESCO Fleet Increased
On July 20, 2006 FESCO Baykal, the largest container carrier of Far Eastern Shipping Company, was delivered in Aker Ostsee Yard (Wismar, Germany).
The vessel can take 2,741 TEU onboard, including 400 refrigerated containers. At the moment this vessel is the largest operated by Russian shipowners. Its full speed is 22 knots, which makes this ship the fastest container vessel of FESCO’s fleet. The vessel is equipped with three cranes with the capacity of 45 tons. The delivery of two subsequent vessels of the series – FESCO Barguzin and FESCO Bratsk – is scheduled for August 17 and September 14 this year.
[~DETAIL_TEXT] => OOO Evraz-Holding is holding negotiations with OOO Brunswick Rail Leasing to lease 200-300 special flat cars for rail transportation, said Commercial Director of OOO Brunswick Rail Leasing Mikhail Ponomarev.
«The specialists of Nizhny Tagil Metallurgical Plant (largest producer of rails in Russia) have already examined a pre-production model of the flat car», he said. Mikhail Ponomarev also added that this model of flat cars can be used for container transportation as well, which makes it almost universal.
AISTs Delivered to Ust-Luga
ZAO Sevmormontazh produced and delivered the first two of four gantry cranes ordered by OAO Universal Handling Complex situated on the territory of Ust-Luga.
The half-assembled gantry cranes were delivered by sea on a universal barge. Parts of cranes, the mass of which amounted to 100 tons, were unloaded by a floating crane.
It took only eight months to produce and deliver the two cranes. Universal gantry cranes AIST are to be exploited to grab and to hook. The maximum capacity of such a crane is 32 tons. The cranes represent the new generation of re-loading equipment. The kitting-up of all the important junctions, driving gears, as well as the management system of the gantry cranes AIST, were produced in close cooperation with German leading crane producing companies.
OAO Transmash Concluded Big Contract
OAO Transmash concluded the largest contract on long-basis platforms production in its history.
The company produces several models of this type of rolling stock: flat cars for transportation of containers of large capacity; multi-functional ones (for pipes with large diameter and sheet metal packages); platforms for long-measuring cargoes transportation. The contract envisages construction of 1,600 long-basis platforms for transportation of containers of large capacity. The contract is for the total sum of RUR 2.5 billion.
VSW to Produce Wheels of New Generation
The Federal Railroad Transport Certification Register has issued to Vyksa Steel Works (VSW, Nizhny Novgorod Region, part of United Metallurgical Company (OMK)) a certificate of conformity covering a pilot batch of wheels featuring enhanced rim hardness and curved disks for new generation freight cars.
These wheels can withstand axle loads reaching 30 tons, while actual axle loads produced by freight cars on Russian railroads are 23.7 tons. The fatigue strength (wheel strength at cyclic loads) and service durability of these wheels are 1.5 times as high as similar specifications of wheels with flat cone disks. The technology used for the manufacture of new wheels is developed by VSW and the Russian Research Institute for Railway Transport (VNIIZhT). The company obtained useful model patents and invention patents covering the wheels with enhanced rim hardness and curved disks. This allows VSW to be the exclusive manufacturer of wheels having such design for 20 years.
VSW’s engineering breakthrough in the field of wheel manufacture results from the strategic partnership between OMK and Russian Railways. In accordance with the contract, VSW will deliver to Russian Railways about five million wheels by 2010. Under the agreement with the Department for Long-Distance Passenger Transportation of Russian Railways, VSW also made a pilot batch of wheels with improved performance characteristics for passenger cars. The company has already delivered 80 wheels (40 wheels of each type: flat cone and S-shaped) to Russian Railways for running tests and further certification.
By the end of 2006, the VSW wheel-rolling shop will produce the first two thousand wheels with enhanced rim hardness and curved disks to be delivered to Uralvagonzavod and Altaivagon.
Rails That Will Stand Everything
Novokuznetsk Metallurgical Plant, incorporated into Evraz Group, gave an application for certification of a new type of rails with higher durability and contact endurance. Such rails are to be used on the most complicated sectors of railways.
The certification is carried out by the Certification on the Federal Railway Transport Enrolment in accordance with the demand of the company’s largest consumer OAO RZD. When this procedure is completed, Novokuznetsk Metallurgical Plant will start the production of the new type of rails. By now durable rails have been tested at the Zapadno-Sibirskaya (West-Siberian), Krasnoyarskaya (Krasnoyarsk), Vostochno-Sibirskaya (East-Siberian) and Yuzhno-Uralskaya (South-Ural) railways. At the meeting of the interdepartmental rail committee, representatives of OAO RZD stressed that the resource of durable rails for difficult sectors (curves with small radius, grades and descents) is 30-50% higher than that of usual thermostrengthened rails. Thus, the use of such rails will enable to increase train safety, while reducing expenses on track repair.
The Russian railway demand for the new production of Novokuznetsk Metallurgical Plant is estimated at the level of 50 thousand tons annually.
NLMK Purchased 30% Shareholding of OOO Independent Transport Company
Novolipetsk Metallurgical Enterprise (NLMK) purchased 30% shareholding of OOO Independent Transport Company.
After the contract was concluded, the shareholding of OAO NLMK in the authorized capital of OOO Independent Transport Company amounts to 100%. The shareholding was sold by OOO Eurasian Transport Company. OOO Independent Transport Company is one of the key logistic assets of NLMK. It provides a timely supply of raw materials and delivery of produce to consumers in Russia and abroad. OOO Independent Transport Company coordinates cooperation between OAO RZD and administrations of ports.
The purchase of the shareholding was held in accordance with NLMK’s plan of inner restructuring. One of the key elements of the plan is consolidation of profile assets.
SUEK Invests USD 25-30 Million Into Coal Terminal
OAO Siberian Coal Energy Company (SUEK) is to invest USD 25-30 million into the construction of a coal terminal in Muchka bay (Khabarovsk region) in 2006.
«The total volume of investments into the terminal construction will amount to USD 150 million», said Vladimir Rashevsky, Director General of SUEK.
In his words, the coal terminal construction will be completed in Q1 of 2008. The terminal will handle up to 12 million tons of coal annually.
Rosneft Purchased Nakhodka Oil Port
NC Rosneft purchased 97.51% shareholding of OAO Nakhodka Oil Commercial Sea Port for RUR 528 million (USD 19.5 million).
Nakhodka Oil Port is the largest specialized commercial sea port on the Pacific coast of the Russian Federation. Five of its berths with the total length of 520 meters can service vessels with the length of up to 250 meters with 11.5 meter draft. The port also owns a universal terminal and a dry cargo berth with the length of 160 meters. The annual capacity of the bunkering oil base, put into operation in 2003, is 240 thousand tons.
The all-weather oil port lies in Novitskogo bay at the Western shore of Nakhodka gulf. In 2006 the oil port handled about 6 million tons of oil products; over 1,000 vessels were serviced there. The authorized capital of OAO Nakhodka Oil Commercial Sea Port is RUR 13.039 million.
Rosneft also owns 40.62% of OAO NC Rosneft-Nakhodkanefteproduct – the largest Russian oil terminal in the Far East. The company specializes in warehousing and sale of oil and products. Nakhodkanefteproduct has a petroleum storage depot with the capacity of over 400 thousand cubic meters. The annual handling volume is almost 7 million tons.
Besides, Rosneft has 100% shareholding of ZAO Vostochny Oil Terminal (Nakhodka) launched to carry out the project of construction of an oil terminal with the annual capacity of four million tons.
Transmashholding Enlarged Its Assets
ZAO Transmashholding purchased AO Riga Electric Machine Building Plant (Riga, Latvia).
Transmashholding decided to purchase the plant to strengthen its positions in the electric equipment sector which is one of the key components of modern rolling stock. Nowadays, producing accessories meeting all the modern requirements to the technical level, as well as quality, is one of the bottle-necks negatively influencing the company’s development. Enterprises producing accessories often fail to fulfill the holding company’s demands.
Riga Electric Machine Building Plant specializes in producing electric equipment (sets of electric equipment for electric trains, including energy-saving ones, passenger wagons, trams and electric loaders etc.) and capital repair of propulsion engine. The list of the plant’s largest consumers includes enterprises in Russia (Demikhovsky machine building plant, Torzhoksky wagon building plant, Egorov Vagonmash), Ukraine and Baltic states.
OAO Autocrane: Results of H1
OAO Autocrane summed up the results of its work in H1 of 2006. During this period, 945 autocranes Ivanovets of different capacity were produced. That significantly overcomes the output during the same period of 2005.
The output of almost all types of cranes produced at the plant increased. For example, the production of cranes with the carrying capacity of 25 tons grew by 17% year-on-year. Nowadays OAO Autocrane produces five modifications of Ivanovets cranes with the capacity of 25 tons on chassis of URAL, MAZ and KAMAZ trademarks. The production of the so-called «heavy» autocranes – Ivanovest with the capacity of 32 tons – grew twofold, and the output of cranes with the capacity of 50 tons increased by 1.5 times. The company’s stable work aimed to increase the output, improve the quality of produce and the service system, to enable the plant to remain a leader in the crane building sector in Russia and the CIS.
FESCO Fleet Increased
On July 20, 2006 FESCO Baykal, the largest container carrier of Far Eastern Shipping Company, was delivered in Aker Ostsee Yard (Wismar, Germany).
The vessel can take 2,741 TEU onboard, including 400 refrigerated containers. At the moment this vessel is the largest operated by Russian shipowners. Its full speed is 22 knots, which makes this ship the fastest container vessel of FESCO’s fleet. The vessel is equipped with three cranes with the capacity of 45 tons. The delivery of two subsequent vessels of the series – FESCO Barguzin and FESCO Bratsk – is scheduled for August 17 and September 14 this year.
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Foundation is laid today
The concept of «hub» is a new phenomenon for the Russian reality. Hubs are launched by airlines in order to optimize their transportation and increase their efficiency at the expense of giving passengers maximum privileged conditions. One of the criteria for differentiating between a hub and an airport is an intensive passenger flow and fast passengers dispatch to their destinations. In this respect, such airports as Frankfurt-on-Maine, Amsterdam and Paris can be considered hubs. A great number of flights arrive at these airports and airlines actively transport passengers to any destinations.
It is very important, since the passenger doesn’t stay in the airport for more than two hours, doesn’t have problems with their luggage, doesn’t deal with customs …These are all hub’s advantages.
Russia had had a copy of hub before the 1990 ies: it was Sheremetyevo airport. Then there was a unified air fleet and the only enterprise performing international flights was Aeroflot. The volume of transportation made 140 mln people per year. To fly abroad everybody had to arrive in Moscow and from there one hundred destinations were available. However, time wasn’t a factor to consider. If the flight was delayed, the passenger had to wait for another one for a week or so. For a modern hub this is an impossible situation.
Last year Russian airlines transported only 35 mln of passengers, wherein 14 mln flew from Moscow. A hub means a great number of passengers, primarily transit ones. There are four Russian airports transporting over a million of passengers: Domodedovo – 7 mln, Sheremetyevo – 3 mln, Pulkovo – 2.3 mln, Vnukovo – 1.7 mln Figures for other airports are as follows: Yekaterinburg – 735 thousand, Novosibirsk – 735, Krasnodar – 580, Krasnoyarsk – 540, Khabarovsk – 500, Yakutsk – 230 thousand passengers a year.
All these airports position themselves as potential hubs. However, according to Nikolay Zlenko, Deputy Head of the Federal Agency of Air Transport, there are no reasons to consider Russian airports as hubs. Nowadays to fly, for example, from Khabarovsk to Irkutsk you should drop in Moscow. The problem is not that the airlines do not have planes, but that they do not have regional planes capable of transporting 40-50 passengers. Khabarovsk operate planes starting from ТU-154, but using big planes for this amount of passengers is unprofitable – that is why there is no communication between many cities. In particular, this problem is crucial for Siberia. The Ministry of Transport states that the basics of the system which would allow to expand the geography of flights are only set now.
Natural selection
When launching the hub, the dominating role belongs to the so-called base airline which implements both long-distance and regional flights, i.e. carries passengers to the hub. Thus, only medium and big carriers can be economically profitable. Only they will be able to purchase or lease modern and efficient machines, maintain qualified personnel and introduce modern technologies.
The major problem of the Russian civil aviation is the fractional nature of the sector. Last year the number of registered airlines amounted to 182 (for the sake of comparison: in 1992 it was 99, in 1993 – 260, in 1994 – 393), which is, for example, 20 times more than in Japan. At the same time, the Lion’s share (88%) of air transportation is performed by 15 big companies. The biggest national carrier operates a park of 70 planes: for the sake of comparison, a medium American company operates 800 units.
Considering such factors as the size of Russia, the necessity of providing a minimal level of mobility for population of living in the «hard-to-get» areas, experts believe the optimal number of airlines for Russia is 5-7. If it worked so, two-four biggest companies would perform as basic (long-distance) carriers for domestic and international communication. The rest, including helicopter companies, would work for regional transportation carrying passengers and cargo to terminal airports from where major companies could carry their cargo further on.
The process of consolidation in the national air sector started, but it is very slow. As an example the absorption of smaller carriers by some big companies (mainly in the regions – KrasAir, Siberia) can be quoted. According to the Ministry of Transport, consolidation of Russian airlines is to start this year, since it is envisaged by the Basis of the RF policy within the air sector until 2010.
Speaking of the Russian airports, it should be said that only some of them, in particular, Domodedovo correspond to the high demands envisaged for international hubs. The rest can’t change their state economically. According to the Ministry of Transport, «70 % of runways were constructed 20 years ago and need reconstruction».
«In the Soviet Union, considering the great size of our air fleet, there were only 18 international hubs, Alexander Yurchik, Head of the Federal Agency of Air Transport, says. – Now we have 69 of them. The idea that this number is excessive is proved by the fact that most of these «international airports» don’t have regular flights abroad: from time to time they offer chartered flights». In the nearest future the Ministry of Transport will start the optimization of aerodrome net.
All airports will be tested on correspondence to the status.
According to experts, losing the status of «international», some of them can even improve their economic state. Nowadays many airports have to cope with the expenditures on the international terminal, while the share of international flights implemented is very small (about 2%) and seasonal (in summer months). Instead of such expenditures, profits share can be increased, for example, at the expense of additional flights on domestic routes.
Who pays for what
According to experts, the idea of hubs launch can be given by the authorities. Airlines themselves must be ready for that. The state can only finance infrastructure development (runways, radio signal system, antiterrorist protection), thus creating conditions for the coming private investors who are offered to construct terminals and service complexes. One of the examples of efficient work made by a private investor at the terminal is the «Industrial development» Group in Novosibirsk airport Tolmachevo.
A private investor’s interest to the idea of hubs depends on the airport potential and its infrastructure development level. In the 1990-ies Domodedovo had a bad time and wasn’t ctive for investment. When technological opportunities and services were improved, the airport found its investor immediately. Now the airport complex is actively developing: it has more private stock than the state one.
Another example is Koltsovo airport in Yekaterinburg. It is too early to speak about it as a hub; however, an investor found it as well. The «Renova» Group of companies built a modern terminal. In Yekaterinburg the idea of new carriers attraction is widely discussed. This airport is one of those successful enterprises where the passenger dispatch volume increases. According to experts, it has a brilliant future as a hub.
The situation is much worse with those airports which do not develop. Thus, the state invested into Krasnoyarsk airport, trying to develop an aerodrome; however, due to reconstruction, transportation volumes dropped by 6% in 2005. Passenger transportation market is quite limited in Krasnoyarsk, though it has positive prospects as a cargo hub. Now the Group of Companies Volga-Dnepr is successfully working here: it is strong enough to launch transportation from South-Eastern Asia and Australia using the favorable location of Krasnoyarsk.
Glance in Future
So, when do we expect hubs to arrive in Russia? According to the transport strategy of Russia, within the next 10-15 years a common national net is to be formed around eight cargo-passenger junctions. Skeptics point out the fact that in 5-7 years we’ll see planes capable to perform non-stop profitable flights between destinations on the globe. In these conditions the strategy of national hubs development should be based not only on a technical necessity, but also on economic attractiveness. Hubs should attract air carriers not only by means of passengers and cargo, but also by the high level of service, both direct and attendant (hotels, tourist and cargo services).
Future Russian hubs can attract respectful clients among key international carriers and get remunerated only if their use is economically profitable for airlines, comfortable and attractive for cargo consignors, cargo consignees and passengers. Russia has 5-7 years to do this.
The Federal target programme is being implemented. Grid work in Pulkovo, Domodedovo and Sheremetyevo has been completed. Serious capital investment gives base for the airports development as future hubs. Moscow airports Domodedovo, Sheremetyevo and Vnukovo plan to achieve the level of 30 mln dispatches by 2016-2017. Aeroflot moves towards consolidation. In the nearest future Aeroflot plans to join an international alliance with passenger transportation volume of 200 mln. This is a serious push to turn Sheremetyevo into a hub.
According to experts, Siberia can become the base airline for Domodedovo: this airline operates 30% of dispatches from this airport. Speaking of other airports, it would be possible to judge their prospects by 2008.
Some airlines working in the Ural region try to turn their airports into hubs unnaturally. According to the Chicago Convention, the state has the right to allow via its territory the transit of third countries aircrafts but it can also demand their landing in a certain airport. The Ministry of Transport warns against using this for dishonest purposes. The basic criteria defining airports that can be turned into hubs are: the potential to develop its aerodrome, terminal, airoport building complexes, precise implementation of scheduled flights etc. Work is carried out on all of these directions. The first results can be seen in two years. According to a preliminary forecast by experts, in Russia hubs can earn over USD 26 bln in ten years.
ELENA USHKOVA
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Foundation is laid today
The concept of «hub» is a new phenomenon for the Russian reality. Hubs are launched by airlines in order to optimize their transportation and increase their efficiency at the expense of giving passengers maximum privileged conditions. One of the criteria for differentiating between a hub and an airport is an intensive passenger flow and fast passengers dispatch to their destinations. In this respect, such airports as Frankfurt-on-Maine, Amsterdam and Paris can be considered hubs. A great number of flights arrive at these airports and airlines actively transport passengers to any destinations.
It is very important, since the passenger doesn’t stay in the airport for more than two hours, doesn’t have problems with their luggage, doesn’t deal with customs …These are all hub’s advantages.
Russia had had a copy of hub before the 1990 ies: it was Sheremetyevo airport. Then there was a unified air fleet and the only enterprise performing international flights was Aeroflot. The volume of transportation made 140 mln people per year. To fly abroad everybody had to arrive in Moscow and from there one hundred destinations were available. However, time wasn’t a factor to consider. If the flight was delayed, the passenger had to wait for another one for a week or so. For a modern hub this is an impossible situation.
Last year Russian airlines transported only 35 mln of passengers, wherein 14 mln flew from Moscow. A hub means a great number of passengers, primarily transit ones. There are four Russian airports transporting over a million of passengers: Domodedovo – 7 mln, Sheremetyevo – 3 mln, Pulkovo – 2.3 mln, Vnukovo – 1.7 mln Figures for other airports are as follows: Yekaterinburg – 735 thousand, Novosibirsk – 735, Krasnodar – 580, Krasnoyarsk – 540, Khabarovsk – 500, Yakutsk – 230 thousand passengers a year.
All these airports position themselves as potential hubs. However, according to Nikolay Zlenko, Deputy Head of the Federal Agency of Air Transport, there are no reasons to consider Russian airports as hubs. Nowadays to fly, for example, from Khabarovsk to Irkutsk you should drop in Moscow. The problem is not that the airlines do not have planes, but that they do not have regional planes capable of transporting 40-50 passengers. Khabarovsk operate planes starting from ТU-154, but using big planes for this amount of passengers is unprofitable – that is why there is no communication between many cities. In particular, this problem is crucial for Siberia. The Ministry of Transport states that the basics of the system which would allow to expand the geography of flights are only set now.
Natural selection
When launching the hub, the dominating role belongs to the so-called base airline which implements both long-distance and regional flights, i.e. carries passengers to the hub. Thus, only medium and big carriers can be economically profitable. Only they will be able to purchase or lease modern and efficient machines, maintain qualified personnel and introduce modern technologies.
The major problem of the Russian civil aviation is the fractional nature of the sector. Last year the number of registered airlines amounted to 182 (for the sake of comparison: in 1992 it was 99, in 1993 – 260, in 1994 – 393), which is, for example, 20 times more than in Japan. At the same time, the Lion’s share (88%) of air transportation is performed by 15 big companies. The biggest national carrier operates a park of 70 planes: for the sake of comparison, a medium American company operates 800 units.
Considering such factors as the size of Russia, the necessity of providing a minimal level of mobility for population of living in the «hard-to-get» areas, experts believe the optimal number of airlines for Russia is 5-7. If it worked so, two-four biggest companies would perform as basic (long-distance) carriers for domestic and international communication. The rest, including helicopter companies, would work for regional transportation carrying passengers and cargo to terminal airports from where major companies could carry their cargo further on.
The process of consolidation in the national air sector started, but it is very slow. As an example the absorption of smaller carriers by some big companies (mainly in the regions – KrasAir, Siberia) can be quoted. According to the Ministry of Transport, consolidation of Russian airlines is to start this year, since it is envisaged by the Basis of the RF policy within the air sector until 2010.
Speaking of the Russian airports, it should be said that only some of them, in particular, Domodedovo correspond to the high demands envisaged for international hubs. The rest can’t change their state economically. According to the Ministry of Transport, «70 % of runways were constructed 20 years ago and need reconstruction».
«In the Soviet Union, considering the great size of our air fleet, there were only 18 international hubs, Alexander Yurchik, Head of the Federal Agency of Air Transport, says. – Now we have 69 of them. The idea that this number is excessive is proved by the fact that most of these «international airports» don’t have regular flights abroad: from time to time they offer chartered flights». In the nearest future the Ministry of Transport will start the optimization of aerodrome net.
All airports will be tested on correspondence to the status.
According to experts, losing the status of «international», some of them can even improve their economic state. Nowadays many airports have to cope with the expenditures on the international terminal, while the share of international flights implemented is very small (about 2%) and seasonal (in summer months). Instead of such expenditures, profits share can be increased, for example, at the expense of additional flights on domestic routes.
Who pays for what
According to experts, the idea of hubs launch can be given by the authorities. Airlines themselves must be ready for that. The state can only finance infrastructure development (runways, radio signal system, antiterrorist protection), thus creating conditions for the coming private investors who are offered to construct terminals and service complexes. One of the examples of efficient work made by a private investor at the terminal is the «Industrial development» Group in Novosibirsk airport Tolmachevo.
A private investor’s interest to the idea of hubs depends on the airport potential and its infrastructure development level. In the 1990-ies Domodedovo had a bad time and wasn’t ctive for investment. When technological opportunities and services were improved, the airport found its investor immediately. Now the airport complex is actively developing: it has more private stock than the state one.
Another example is Koltsovo airport in Yekaterinburg. It is too early to speak about it as a hub; however, an investor found it as well. The «Renova» Group of companies built a modern terminal. In Yekaterinburg the idea of new carriers attraction is widely discussed. This airport is one of those successful enterprises where the passenger dispatch volume increases. According to experts, it has a brilliant future as a hub.
The situation is much worse with those airports which do not develop. Thus, the state invested into Krasnoyarsk airport, trying to develop an aerodrome; however, due to reconstruction, transportation volumes dropped by 6% in 2005. Passenger transportation market is quite limited in Krasnoyarsk, though it has positive prospects as a cargo hub. Now the Group of Companies Volga-Dnepr is successfully working here: it is strong enough to launch transportation from South-Eastern Asia and Australia using the favorable location of Krasnoyarsk.
Glance in Future
So, when do we expect hubs to arrive in Russia? According to the transport strategy of Russia, within the next 10-15 years a common national net is to be formed around eight cargo-passenger junctions. Skeptics point out the fact that in 5-7 years we’ll see planes capable to perform non-stop profitable flights between destinations on the globe. In these conditions the strategy of national hubs development should be based not only on a technical necessity, but also on economic attractiveness. Hubs should attract air carriers not only by means of passengers and cargo, but also by the high level of service, both direct and attendant (hotels, tourist and cargo services).
Future Russian hubs can attract respectful clients among key international carriers and get remunerated only if their use is economically profitable for airlines, comfortable and attractive for cargo consignors, cargo consignees and passengers. Russia has 5-7 years to do this.
The Federal target programme is being implemented. Grid work in Pulkovo, Domodedovo and Sheremetyevo has been completed. Serious capital investment gives base for the airports development as future hubs. Moscow airports Domodedovo, Sheremetyevo and Vnukovo plan to achieve the level of 30 mln dispatches by 2016-2017. Aeroflot moves towards consolidation. In the nearest future Aeroflot plans to join an international alliance with passenger transportation volume of 200 mln. This is a serious push to turn Sheremetyevo into a hub.
According to experts, Siberia can become the base airline for Domodedovo: this airline operates 30% of dispatches from this airport. Speaking of other airports, it would be possible to judge their prospects by 2008.
Some airlines working in the Ural region try to turn their airports into hubs unnaturally. According to the Chicago Convention, the state has the right to allow via its territory the transit of third countries aircrafts but it can also demand their landing in a certain airport. The Ministry of Transport warns against using this for dishonest purposes. The basic criteria defining airports that can be turned into hubs are: the potential to develop its aerodrome, terminal, airoport building complexes, precise implementation of scheduled flights etc. Work is carried out on all of these directions. The first results can be seen in two years. According to a preliminary forecast by experts, in Russia hubs can earn over USD 26 bln in ten years.
ELENA USHKOVA
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Foundation is laid today
The concept of «hub» is a new phenomenon for the Russian reality. Hubs are launched by airlines in order to optimize their transportation and increase their efficiency at the expense of giving passengers maximum privileged conditions. One of the criteria for differentiating between a hub and an airport is an intensive passenger flow and fast passengers dispatch to their destinations. In this respect, such airports as Frankfurt-on-Maine, Amsterdam and Paris can be considered hubs. A great number of flights arrive at these airports and airlines actively transport passengers to any destinations.
It is very important, since the passenger doesn’t stay in the airport for more than two hours, doesn’t have problems with their luggage, doesn’t deal with customs …These are all hub’s advantages.
Russia had had a copy of hub before the 1990 ies: it was Sheremetyevo airport. Then there was a unified air fleet and the only enterprise performing international flights was Aeroflot. The volume of transportation made 140 mln people per year. To fly abroad everybody had to arrive in Moscow and from there one hundred destinations were available. However, time wasn’t a factor to consider. If the flight was delayed, the passenger had to wait for another one for a week or so. For a modern hub this is an impossible situation.
Last year Russian airlines transported only 35 mln of passengers, wherein 14 mln flew from Moscow. A hub means a great number of passengers, primarily transit ones. There are four Russian airports transporting over a million of passengers: Domodedovo – 7 mln, Sheremetyevo – 3 mln, Pulkovo – 2.3 mln, Vnukovo – 1.7 mln Figures for other airports are as follows: Yekaterinburg – 735 thousand, Novosibirsk – 735, Krasnodar – 580, Krasnoyarsk – 540, Khabarovsk – 500, Yakutsk – 230 thousand passengers a year.
All these airports position themselves as potential hubs. However, according to Nikolay Zlenko, Deputy Head of the Federal Agency of Air Transport, there are no reasons to consider Russian airports as hubs. Nowadays to fly, for example, from Khabarovsk to Irkutsk you should drop in Moscow. The problem is not that the airlines do not have planes, but that they do not have regional planes capable of transporting 40-50 passengers. Khabarovsk operate planes starting from ТU-154, but using big planes for this amount of passengers is unprofitable – that is why there is no communication between many cities. In particular, this problem is crucial for Siberia. The Ministry of Transport states that the basics of the system which would allow to expand the geography of flights are only set now.
Natural selection
When launching the hub, the dominating role belongs to the so-called base airline which implements both long-distance and regional flights, i.e. carries passengers to the hub. Thus, only medium and big carriers can be economically profitable. Only they will be able to purchase or lease modern and efficient machines, maintain qualified personnel and introduce modern technologies.
The major problem of the Russian civil aviation is the fractional nature of the sector. Last year the number of registered airlines amounted to 182 (for the sake of comparison: in 1992 it was 99, in 1993 – 260, in 1994 – 393), which is, for example, 20 times more than in Japan. At the same time, the Lion’s share (88%) of air transportation is performed by 15 big companies. The biggest national carrier operates a park of 70 planes: for the sake of comparison, a medium American company operates 800 units.
Considering such factors as the size of Russia, the necessity of providing a minimal level of mobility for population of living in the «hard-to-get» areas, experts believe the optimal number of airlines for Russia is 5-7. If it worked so, two-four biggest companies would perform as basic (long-distance) carriers for domestic and international communication. The rest, including helicopter companies, would work for regional transportation carrying passengers and cargo to terminal airports from where major companies could carry their cargo further on.
The process of consolidation in the national air sector started, but it is very slow. As an example the absorption of smaller carriers by some big companies (mainly in the regions – KrasAir, Siberia) can be quoted. According to the Ministry of Transport, consolidation of Russian airlines is to start this year, since it is envisaged by the Basis of the RF policy within the air sector until 2010.
Speaking of the Russian airports, it should be said that only some of them, in particular, Domodedovo correspond to the high demands envisaged for international hubs. The rest can’t change their state economically. According to the Ministry of Transport, «70 % of runways were constructed 20 years ago and need reconstruction».
«In the Soviet Union, considering the great size of our air fleet, there were only 18 international hubs, Alexander Yurchik, Head of the Federal Agency of Air Transport, says. – Now we have 69 of them. The idea that this number is excessive is proved by the fact that most of these «international airports» don’t have regular flights abroad: from time to time they offer chartered flights». In the nearest future the Ministry of Transport will start the optimization of aerodrome net.
All airports will be tested on correspondence to the status.
According to experts, losing the status of «international», some of them can even improve their economic state. Nowadays many airports have to cope with the expenditures on the international terminal, while the share of international flights implemented is very small (about 2%) and seasonal (in summer months). Instead of such expenditures, profits share can be increased, for example, at the expense of additional flights on domestic routes.
Who pays for what
According to experts, the idea of hubs launch can be given by the authorities. Airlines themselves must be ready for that. The state can only finance infrastructure development (runways, radio signal system, antiterrorist protection), thus creating conditions for the coming private investors who are offered to construct terminals and service complexes. One of the examples of efficient work made by a private investor at the terminal is the «Industrial development» Group in Novosibirsk airport Tolmachevo.
A private investor’s interest to the idea of hubs depends on the airport potential and its infrastructure development level. In the 1990-ies Domodedovo had a bad time and wasn’t ctive for investment. When technological opportunities and services were improved, the airport found its investor immediately. Now the airport complex is actively developing: it has more private stock than the state one.
Another example is Koltsovo airport in Yekaterinburg. It is too early to speak about it as a hub; however, an investor found it as well. The «Renova» Group of companies built a modern terminal. In Yekaterinburg the idea of new carriers attraction is widely discussed. This airport is one of those successful enterprises where the passenger dispatch volume increases. According to experts, it has a brilliant future as a hub.
The situation is much worse with those airports which do not develop. Thus, the state invested into Krasnoyarsk airport, trying to develop an aerodrome; however, due to reconstruction, transportation volumes dropped by 6% in 2005. Passenger transportation market is quite limited in Krasnoyarsk, though it has positive prospects as a cargo hub. Now the Group of Companies Volga-Dnepr is successfully working here: it is strong enough to launch transportation from South-Eastern Asia and Australia using the favorable location of Krasnoyarsk.
Glance in Future
So, when do we expect hubs to arrive in Russia? According to the transport strategy of Russia, within the next 10-15 years a common national net is to be formed around eight cargo-passenger junctions. Skeptics point out the fact that in 5-7 years we’ll see planes capable to perform non-stop profitable flights between destinations on the globe. In these conditions the strategy of national hubs development should be based not only on a technical necessity, but also on economic attractiveness. Hubs should attract air carriers not only by means of passengers and cargo, but also by the high level of service, both direct and attendant (hotels, tourist and cargo services).
Future Russian hubs can attract respectful clients among key international carriers and get remunerated only if their use is economically profitable for airlines, comfortable and attractive for cargo consignors, cargo consignees and passengers. Russia has 5-7 years to do this.
The Federal target programme is being implemented. Grid work in Pulkovo, Domodedovo and Sheremetyevo has been completed. Serious capital investment gives base for the airports development as future hubs. Moscow airports Domodedovo, Sheremetyevo and Vnukovo plan to achieve the level of 30 mln dispatches by 2016-2017. Aeroflot moves towards consolidation. In the nearest future Aeroflot plans to join an international alliance with passenger transportation volume of 200 mln. This is a serious push to turn Sheremetyevo into a hub.
According to experts, Siberia can become the base airline for Domodedovo: this airline operates 30% of dispatches from this airport. Speaking of other airports, it would be possible to judge their prospects by 2008.
Some airlines working in the Ural region try to turn their airports into hubs unnaturally. According to the Chicago Convention, the state has the right to allow via its territory the transit of third countries aircrafts but it can also demand their landing in a certain airport. The Ministry of Transport warns against using this for dishonest purposes. The basic criteria defining airports that can be turned into hubs are: the potential to develop its aerodrome, terminal, airoport building complexes, precise implementation of scheduled flights etc. Work is carried out on all of these directions. The first results can be seen in two years. According to a preliminary forecast by experts, in Russia hubs can earn over USD 26 bln in ten years.
ELENA USHKOVA
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Foundation is laid today
The concept of «hub» is a new phenomenon for the Russian reality. Hubs are launched by airlines in order to optimize their transportation and increase their efficiency at the expense of giving passengers maximum privileged conditions. One of the criteria for differentiating between a hub and an airport is an intensive passenger flow and fast passengers dispatch to their destinations. In this respect, such airports as Frankfurt-on-Maine, Amsterdam and Paris can be considered hubs. A great number of flights arrive at these airports and airlines actively transport passengers to any destinations.
It is very important, since the passenger doesn’t stay in the airport for more than two hours, doesn’t have problems with their luggage, doesn’t deal with customs …These are all hub’s advantages.
Russia had had a copy of hub before the 1990 ies: it was Sheremetyevo airport. Then there was a unified air fleet and the only enterprise performing international flights was Aeroflot. The volume of transportation made 140 mln people per year. To fly abroad everybody had to arrive in Moscow and from there one hundred destinations were available. However, time wasn’t a factor to consider. If the flight was delayed, the passenger had to wait for another one for a week or so. For a modern hub this is an impossible situation.
Last year Russian airlines transported only 35 mln of passengers, wherein 14 mln flew from Moscow. A hub means a great number of passengers, primarily transit ones. There are four Russian airports transporting over a million of passengers: Domodedovo – 7 mln, Sheremetyevo – 3 mln, Pulkovo – 2.3 mln, Vnukovo – 1.7 mln Figures for other airports are as follows: Yekaterinburg – 735 thousand, Novosibirsk – 735, Krasnodar – 580, Krasnoyarsk – 540, Khabarovsk – 500, Yakutsk – 230 thousand passengers a year.
All these airports position themselves as potential hubs. However, according to Nikolay Zlenko, Deputy Head of the Federal Agency of Air Transport, there are no reasons to consider Russian airports as hubs. Nowadays to fly, for example, from Khabarovsk to Irkutsk you should drop in Moscow. The problem is not that the airlines do not have planes, but that they do not have regional planes capable of transporting 40-50 passengers. Khabarovsk operate planes starting from ТU-154, but using big planes for this amount of passengers is unprofitable – that is why there is no communication between many cities. In particular, this problem is crucial for Siberia. The Ministry of Transport states that the basics of the system which would allow to expand the geography of flights are only set now.
Natural selection
When launching the hub, the dominating role belongs to the so-called base airline which implements both long-distance and regional flights, i.e. carries passengers to the hub. Thus, only medium and big carriers can be economically profitable. Only they will be able to purchase or lease modern and efficient machines, maintain qualified personnel and introduce modern technologies.
The major problem of the Russian civil aviation is the fractional nature of the sector. Last year the number of registered airlines amounted to 182 (for the sake of comparison: in 1992 it was 99, in 1993 – 260, in 1994 – 393), which is, for example, 20 times more than in Japan. At the same time, the Lion’s share (88%) of air transportation is performed by 15 big companies. The biggest national carrier operates a park of 70 planes: for the sake of comparison, a medium American company operates 800 units.
Considering such factors as the size of Russia, the necessity of providing a minimal level of mobility for population of living in the «hard-to-get» areas, experts believe the optimal number of airlines for Russia is 5-7. If it worked so, two-four biggest companies would perform as basic (long-distance) carriers for domestic and international communication. The rest, including helicopter companies, would work for regional transportation carrying passengers and cargo to terminal airports from where major companies could carry their cargo further on.
The process of consolidation in the national air sector started, but it is very slow. As an example the absorption of smaller carriers by some big companies (mainly in the regions – KrasAir, Siberia) can be quoted. According to the Ministry of Transport, consolidation of Russian airlines is to start this year, since it is envisaged by the Basis of the RF policy within the air sector until 2010.
Speaking of the Russian airports, it should be said that only some of them, in particular, Domodedovo correspond to the high demands envisaged for international hubs. The rest can’t change their state economically. According to the Ministry of Transport, «70 % of runways were constructed 20 years ago and need reconstruction».
«In the Soviet Union, considering the great size of our air fleet, there were only 18 international hubs, Alexander Yurchik, Head of the Federal Agency of Air Transport, says. – Now we have 69 of them. The idea that this number is excessive is proved by the fact that most of these «international airports» don’t have regular flights abroad: from time to time they offer chartered flights». In the nearest future the Ministry of Transport will start the optimization of aerodrome net.
All airports will be tested on correspondence to the status.
According to experts, losing the status of «international», some of them can even improve their economic state. Nowadays many airports have to cope with the expenditures on the international terminal, while the share of international flights implemented is very small (about 2%) and seasonal (in summer months). Instead of such expenditures, profits share can be increased, for example, at the expense of additional flights on domestic routes.
Who pays for what
According to experts, the idea of hubs launch can be given by the authorities. Airlines themselves must be ready for that. The state can only finance infrastructure development (runways, radio signal system, antiterrorist protection), thus creating conditions for the coming private investors who are offered to construct terminals and service complexes. One of the examples of efficient work made by a private investor at the terminal is the «Industrial development» Group in Novosibirsk airport Tolmachevo.
A private investor’s interest to the idea of hubs depends on the airport potential and its infrastructure development level. In the 1990-ies Domodedovo had a bad time and wasn’t ctive for investment. When technological opportunities and services were improved, the airport found its investor immediately. Now the airport complex is actively developing: it has more private stock than the state one.
Another example is Koltsovo airport in Yekaterinburg. It is too early to speak about it as a hub; however, an investor found it as well. The «Renova» Group of companies built a modern terminal. In Yekaterinburg the idea of new carriers attraction is widely discussed. This airport is one of those successful enterprises where the passenger dispatch volume increases. According to experts, it has a brilliant future as a hub.
The situation is much worse with those airports which do not develop. Thus, the state invested into Krasnoyarsk airport, trying to develop an aerodrome; however, due to reconstruction, transportation volumes dropped by 6% in 2005. Passenger transportation market is quite limited in Krasnoyarsk, though it has positive prospects as a cargo hub. Now the Group of Companies Volga-Dnepr is successfully working here: it is strong enough to launch transportation from South-Eastern Asia and Australia using the favorable location of Krasnoyarsk.
Glance in Future
So, when do we expect hubs to arrive in Russia? According to the transport strategy of Russia, within the next 10-15 years a common national net is to be formed around eight cargo-passenger junctions. Skeptics point out the fact that in 5-7 years we’ll see planes capable to perform non-stop profitable flights between destinations on the globe. In these conditions the strategy of national hubs development should be based not only on a technical necessity, but also on economic attractiveness. Hubs should attract air carriers not only by means of passengers and cargo, but also by the high level of service, both direct and attendant (hotels, tourist and cargo services).
Future Russian hubs can attract respectful clients among key international carriers and get remunerated only if their use is economically profitable for airlines, comfortable and attractive for cargo consignors, cargo consignees and passengers. Russia has 5-7 years to do this.
The Federal target programme is being implemented. Grid work in Pulkovo, Domodedovo and Sheremetyevo has been completed. Serious capital investment gives base for the airports development as future hubs. Moscow airports Domodedovo, Sheremetyevo and Vnukovo plan to achieve the level of 30 mln dispatches by 2016-2017. Aeroflot moves towards consolidation. In the nearest future Aeroflot plans to join an international alliance with passenger transportation volume of 200 mln. This is a serious push to turn Sheremetyevo into a hub.
According to experts, Siberia can become the base airline for Domodedovo: this airline operates 30% of dispatches from this airport. Speaking of other airports, it would be possible to judge their prospects by 2008.
Some airlines working in the Ural region try to turn their airports into hubs unnaturally. According to the Chicago Convention, the state has the right to allow via its territory the transit of third countries aircrafts but it can also demand their landing in a certain airport. The Ministry of Transport warns against using this for dishonest purposes. The basic criteria defining airports that can be turned into hubs are: the potential to develop its aerodrome, terminal, airoport building complexes, precise implementation of scheduled flights etc. Work is carried out on all of these directions. The first results can be seen in two years. According to a preliminary forecast by experts, in Russia hubs can earn over USD 26 bln in ten years.
ELENA USHKOVA
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Ecology Comes First
Most European countries started to pay much attention to the negative impact of auto transport on the environment and people’s health a long time ago. That is the reason for the numerous international documents approved in recent years. The documents envisage rigid requirements to the park of road hauliers. Thus, on January 27, 2003, the statements of Amendment 2 to the European Agreement from 1971, adding to the Vienna Convention on Road Traffic from 1968, came in force. According to the amendment, haulages produced later than 27.01.2003 may be used for international transportation only if at their first registration after production they met all the acting European requirements to emissions. This does not cover the auto transport registered before the date. In practice, this means that international hauliers can purchase (or lease) only those haulages that meet the Euro-4 requirements put into operation in the EU states in October 2005. Otherwise, they will fail to get the International Technical Inspection Certificate.
Considering this and the fact that, starting from 2008, tougher requirements of Euro-5 type come in force, Russian market players need to renew their haulage park as fast as possible. Nowadays, they are successfully coping with the task. According to the data of the Association of International Road Hauliers of Russia (ASMAP), by 2010 the share of road haulages meeting Euro-4 and Euro-5 requirements will amount to 70% of the total park of the enterprises who are members of the Association. Thus, the problem of supplying carriers with respective diesel fuel becomes very important.
Fuel Paralysis
According to Euro-4 requirements, the share of sulfur in diesel fuel should not exceed 50 ppm (10 ppm is required for Euro-5), while the diesel fuel sold nowadays on Russian filling stations contains 1,000-1,500 ppm of sulfur. The share of the diesel fuel meeting Euro-4 requirements is only 4.7% of the total volume of diesel fuel produced in 2005 (60.1 million tons).
Such a situation can cause many negative consequences of technical, economic, ecological and political nature for Russian road hauliers. Firstly, exploitation of haulages that meet European ecological standards, using the fuel with high sulfur, leads to a decrease in the efficiency of burnt gas clearance (by 70-100%), as well as in engine resource (by 30%), and to an increase in lube change frequency by 1.5-2 times. According to the data of ASMAP, this will lead to a 30% growth of expenses on technical servicing, repair and spares. It is also worth noting that the use of fuels not envisaged by the instructions of the producer deprives the user of any guarantees. All the above mentioned factors will, on the one hand, prevent auto parks from growing and, on the other hand, they will lead to growth of tariffs on transportation.
It should be taken into account that Russian carriers operating in the EU suffer additional expenses (road dues differentiated in accordance with the level of ecological characteristics of a haulage) because their haulages do not meet European requirements.
Because of the park’s ageing, Russian hauliers will lose their competitiveness and may be pushed out of the EU transport services market by 2010-2012. The losses of the Federal Budget’s revenue will amount to USD 250-300 million annually, believe the experts of ASMAP.
At the same time, European road transport companies, whose park is completely renewed every three years and will consist of haulages of Euro-4/Euro-5 level by 2009, will have to stop their activities on the Russian territory. That will create new barriers for a single European economic area formation.
Taking all the above mentioned facts into account, one could come to the conclusion that because of the lack of low-sulfur diesel fuel, commercial road transportation between the EU and Russia may be practically paralyzed in the near future.
Difficult Market
At this stage there arise two age-old questions: «Who is to blame?» and «What should be done?» The answer to the first question seems to be a paradox: there is no demand. In the words of Moscow Fuel Association (MFA) President Evgeny Arkusha, over 90% of the Russian auto park is filled up with low quality fuel, and only 10% – with the fuel meeting European standards. That is why the hauliers operating on the domestic market will hardly require it before 2008-2010. At the same time, by that period, the needs of Russian and foreign international carries will amount to 830 thousand tons of Euro-4/Euro-5 diesel fuel, according to the forecasts of the Research Institute of Auto Transport.
The difficulties of the fuel market formation are caused by the imperfect normative basis and the inefficient system of quality control by state bodies. Thus, the results of checkups show that some dishonest operators often sell non-standard fuel, produced at wrong technologies and failing to meet the set requirements, in order to get super-profits. This is partly caused by the lack of serious punishment for the violation of the Russian legislation. Besides, according to the amendments to the Federal Law, adopted on December 9, 2002, sales of oil products were excluded from the list of licensed activities, which made the situation even more complicated.
Meanwhile, production and sale of petrol with high ecological characteristics is not stimulated by the state. Besides, the prime cost of «eurofuel» is by 10-13% higher than that of usual fuel types. Another important fact is that all types of diesel fuel, produced in different technical conditions and different from each other according to the quality characteristics, are sold as one and the same «diesel fuel» on the Russian filling stations. Besides, to deliver, store and sell it, the same tanks, reservoirs and gas stations are used.
Experts state that it is possible to fill up with high-quality fuel in Russia only at the filling stations owned by large companies.
There Is a Programme!
However, attention is paid to the problems of road hauliers supply with low-sulfurous and non-sulfurous petrol. Thus, a solution is offered in a special interdepartmental programme developed by the Research Institute of Auto Transport in accordance with the order of the RF Ministry of Transport. In particular, the document envisages providing the motorways included into International Transport Corridors with the essential volumes of fuel (Euro-3, -4, -5). This is due to the fact that these roads service the basic volume of international freight and passenger transportation (about 86%).
In 2006-2007, there must be at least 40 filling stations in Russia, located in the key points of the International Transport Corridors (near main border crossings, the Moscow ring road and at large roads crossings) at a distance of 450-550 kilometers from each other. According to the pattern offered, starting from the end of 2008, the Euro-3/Euro-4 diesel fuel should be replaced by non-sulfurous fuel, especially on the most loaded motorways Moscow–Saint-Petersburg (M10) and Moscow–Minsk (M1). Besides, it is necessary to create a system of inner (company) and outer (state) control of the quality of petrol sold along the whole distribution chain – starting from the refinery and ending by the filling station.
Besides, the document envisages a number of organizational and legislative measures. Firstly, the system of retail fuel sales licensing is to be recommenced. Secondly, it is necessary to develop and implement varied rates of excises, taxes and export dues on liquefied petrol in accordance to the sulfur volume in it. Moreover, a normative document, setting the order of treating the fuel during transportation, storing and selling, is required to guarantee the quality.
«EUROpean» Way
Some measures are being taken already. On October 12, 2005, Decree №609 of the RF Government set the special technical order that outlines basic requirements to the fuel for auto transport for it to meet the European ecological standards. To improve the situation on the fuel market, customs dues on import of equipment for refineries modernization are temporarily abolished (for 9 months). Another measure taken was the reduction of the export duty on oil products.
Another important document is the project of the technical order «On requirements to gasoline, diesel fuel and other combustive-lubricating substances». It is being adjusted now, and in the near future it will be discussed by the RF Government. Besides, the draft of the law on changing the excise on oil products rates has been created. It will enable to differentiate oil products according to their class.
By the Way
The Euro-2 standards came in force on the territory of Russia in April 2006. Since that time, companies-producers must register a special document «Approval of Vehicle Type». This innovation concerns both Russian and foreign road haulages. To import secondhand vehicles in Russia, it is necessary to get the confirmation of compliance that will later be the basis for the customs registration of the vehicle and its further registration in State Inspectorate of Road Traffic Safety. The implemented requirements do not prohibit Russian plants to produce vehicles with standards lower than Euro-2 ones or to export them to the states without such prohibitions. Experts believe that the structure of Russian import will not change: most imported into the Russian Federation cars already meet Euro-3/Euro-4 requirements.
Euro-3 standards are to be put into operation on January 1, 2008; Euro-4 standards are to be implemented on January 1, 2010; Euro-5 standards are to come in force in 2014.
By OLGA GORBUNOVA
[~DETAIL_TEXT] =>
Ecology Comes First
Most European countries started to pay much attention to the negative impact of auto transport on the environment and people’s health a long time ago. That is the reason for the numerous international documents approved in recent years. The documents envisage rigid requirements to the park of road hauliers. Thus, on January 27, 2003, the statements of Amendment 2 to the European Agreement from 1971, adding to the Vienna Convention on Road Traffic from 1968, came in force. According to the amendment, haulages produced later than 27.01.2003 may be used for international transportation only if at their first registration after production they met all the acting European requirements to emissions. This does not cover the auto transport registered before the date. In practice, this means that international hauliers can purchase (or lease) only those haulages that meet the Euro-4 requirements put into operation in the EU states in October 2005. Otherwise, they will fail to get the International Technical Inspection Certificate.
Considering this and the fact that, starting from 2008, tougher requirements of Euro-5 type come in force, Russian market players need to renew their haulage park as fast as possible. Nowadays, they are successfully coping with the task. According to the data of the Association of International Road Hauliers of Russia (ASMAP), by 2010 the share of road haulages meeting Euro-4 and Euro-5 requirements will amount to 70% of the total park of the enterprises who are members of the Association. Thus, the problem of supplying carriers with respective diesel fuel becomes very important.
Fuel Paralysis
According to Euro-4 requirements, the share of sulfur in diesel fuel should not exceed 50 ppm (10 ppm is required for Euro-5), while the diesel fuel sold nowadays on Russian filling stations contains 1,000-1,500 ppm of sulfur. The share of the diesel fuel meeting Euro-4 requirements is only 4.7% of the total volume of diesel fuel produced in 2005 (60.1 million tons).
Such a situation can cause many negative consequences of technical, economic, ecological and political nature for Russian road hauliers. Firstly, exploitation of haulages that meet European ecological standards, using the fuel with high sulfur, leads to a decrease in the efficiency of burnt gas clearance (by 70-100%), as well as in engine resource (by 30%), and to an increase in lube change frequency by 1.5-2 times. According to the data of ASMAP, this will lead to a 30% growth of expenses on technical servicing, repair and spares. It is also worth noting that the use of fuels not envisaged by the instructions of the producer deprives the user of any guarantees. All the above mentioned factors will, on the one hand, prevent auto parks from growing and, on the other hand, they will lead to growth of tariffs on transportation.
It should be taken into account that Russian carriers operating in the EU suffer additional expenses (road dues differentiated in accordance with the level of ecological characteristics of a haulage) because their haulages do not meet European requirements.
Because of the park’s ageing, Russian hauliers will lose their competitiveness and may be pushed out of the EU transport services market by 2010-2012. The losses of the Federal Budget’s revenue will amount to USD 250-300 million annually, believe the experts of ASMAP.
At the same time, European road transport companies, whose park is completely renewed every three years and will consist of haulages of Euro-4/Euro-5 level by 2009, will have to stop their activities on the Russian territory. That will create new barriers for a single European economic area formation.
Taking all the above mentioned facts into account, one could come to the conclusion that because of the lack of low-sulfur diesel fuel, commercial road transportation between the EU and Russia may be practically paralyzed in the near future.
Difficult Market
At this stage there arise two age-old questions: «Who is to blame?» and «What should be done?» The answer to the first question seems to be a paradox: there is no demand. In the words of Moscow Fuel Association (MFA) President Evgeny Arkusha, over 90% of the Russian auto park is filled up with low quality fuel, and only 10% – with the fuel meeting European standards. That is why the hauliers operating on the domestic market will hardly require it before 2008-2010. At the same time, by that period, the needs of Russian and foreign international carries will amount to 830 thousand tons of Euro-4/Euro-5 diesel fuel, according to the forecasts of the Research Institute of Auto Transport.
The difficulties of the fuel market formation are caused by the imperfect normative basis and the inefficient system of quality control by state bodies. Thus, the results of checkups show that some dishonest operators often sell non-standard fuel, produced at wrong technologies and failing to meet the set requirements, in order to get super-profits. This is partly caused by the lack of serious punishment for the violation of the Russian legislation. Besides, according to the amendments to the Federal Law, adopted on December 9, 2002, sales of oil products were excluded from the list of licensed activities, which made the situation even more complicated.
Meanwhile, production and sale of petrol with high ecological characteristics is not stimulated by the state. Besides, the prime cost of «eurofuel» is by 10-13% higher than that of usual fuel types. Another important fact is that all types of diesel fuel, produced in different technical conditions and different from each other according to the quality characteristics, are sold as one and the same «diesel fuel» on the Russian filling stations. Besides, to deliver, store and sell it, the same tanks, reservoirs and gas stations are used.
Experts state that it is possible to fill up with high-quality fuel in Russia only at the filling stations owned by large companies.
There Is a Programme!
However, attention is paid to the problems of road hauliers supply with low-sulfurous and non-sulfurous petrol. Thus, a solution is offered in a special interdepartmental programme developed by the Research Institute of Auto Transport in accordance with the order of the RF Ministry of Transport. In particular, the document envisages providing the motorways included into International Transport Corridors with the essential volumes of fuel (Euro-3, -4, -5). This is due to the fact that these roads service the basic volume of international freight and passenger transportation (about 86%).
In 2006-2007, there must be at least 40 filling stations in Russia, located in the key points of the International Transport Corridors (near main border crossings, the Moscow ring road and at large roads crossings) at a distance of 450-550 kilometers from each other. According to the pattern offered, starting from the end of 2008, the Euro-3/Euro-4 diesel fuel should be replaced by non-sulfurous fuel, especially on the most loaded motorways Moscow–Saint-Petersburg (M10) and Moscow–Minsk (M1). Besides, it is necessary to create a system of inner (company) and outer (state) control of the quality of petrol sold along the whole distribution chain – starting from the refinery and ending by the filling station.
Besides, the document envisages a number of organizational and legislative measures. Firstly, the system of retail fuel sales licensing is to be recommenced. Secondly, it is necessary to develop and implement varied rates of excises, taxes and export dues on liquefied petrol in accordance to the sulfur volume in it. Moreover, a normative document, setting the order of treating the fuel during transportation, storing and selling, is required to guarantee the quality.
«EUROpean» Way
Some measures are being taken already. On October 12, 2005, Decree №609 of the RF Government set the special technical order that outlines basic requirements to the fuel for auto transport for it to meet the European ecological standards. To improve the situation on the fuel market, customs dues on import of equipment for refineries modernization are temporarily abolished (for 9 months). Another measure taken was the reduction of the export duty on oil products.
Another important document is the project of the technical order «On requirements to gasoline, diesel fuel and other combustive-lubricating substances». It is being adjusted now, and in the near future it will be discussed by the RF Government. Besides, the draft of the law on changing the excise on oil products rates has been created. It will enable to differentiate oil products according to their class.
By the Way
The Euro-2 standards came in force on the territory of Russia in April 2006. Since that time, companies-producers must register a special document «Approval of Vehicle Type». This innovation concerns both Russian and foreign road haulages. To import secondhand vehicles in Russia, it is necessary to get the confirmation of compliance that will later be the basis for the customs registration of the vehicle and its further registration in State Inspectorate of Road Traffic Safety. The implemented requirements do not prohibit Russian plants to produce vehicles with standards lower than Euro-2 ones or to export them to the states without such prohibitions. Experts believe that the structure of Russian import will not change: most imported into the Russian Federation cars already meet Euro-3/Euro-4 requirements.
Euro-3 standards are to be put into operation on January 1, 2008; Euro-4 standards are to be implemented on January 1, 2010; Euro-5 standards are to come in force in 2014.
By OLGA GORBUNOVA
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[DETAIL_TEXT] =>
Ecology Comes First
Most European countries started to pay much attention to the negative impact of auto transport on the environment and people’s health a long time ago. That is the reason for the numerous international documents approved in recent years. The documents envisage rigid requirements to the park of road hauliers. Thus, on January 27, 2003, the statements of Amendment 2 to the European Agreement from 1971, adding to the Vienna Convention on Road Traffic from 1968, came in force. According to the amendment, haulages produced later than 27.01.2003 may be used for international transportation only if at their first registration after production they met all the acting European requirements to emissions. This does not cover the auto transport registered before the date. In practice, this means that international hauliers can purchase (or lease) only those haulages that meet the Euro-4 requirements put into operation in the EU states in October 2005. Otherwise, they will fail to get the International Technical Inspection Certificate.
Considering this and the fact that, starting from 2008, tougher requirements of Euro-5 type come in force, Russian market players need to renew their haulage park as fast as possible. Nowadays, they are successfully coping with the task. According to the data of the Association of International Road Hauliers of Russia (ASMAP), by 2010 the share of road haulages meeting Euro-4 and Euro-5 requirements will amount to 70% of the total park of the enterprises who are members of the Association. Thus, the problem of supplying carriers with respective diesel fuel becomes very important.
Fuel Paralysis
According to Euro-4 requirements, the share of sulfur in diesel fuel should not exceed 50 ppm (10 ppm is required for Euro-5), while the diesel fuel sold nowadays on Russian filling stations contains 1,000-1,500 ppm of sulfur. The share of the diesel fuel meeting Euro-4 requirements is only 4.7% of the total volume of diesel fuel produced in 2005 (60.1 million tons).
Such a situation can cause many negative consequences of technical, economic, ecological and political nature for Russian road hauliers. Firstly, exploitation of haulages that meet European ecological standards, using the fuel with high sulfur, leads to a decrease in the efficiency of burnt gas clearance (by 70-100%), as well as in engine resource (by 30%), and to an increase in lube change frequency by 1.5-2 times. According to the data of ASMAP, this will lead to a 30% growth of expenses on technical servicing, repair and spares. It is also worth noting that the use of fuels not envisaged by the instructions of the producer deprives the user of any guarantees. All the above mentioned factors will, on the one hand, prevent auto parks from growing and, on the other hand, they will lead to growth of tariffs on transportation.
It should be taken into account that Russian carriers operating in the EU suffer additional expenses (road dues differentiated in accordance with the level of ecological characteristics of a haulage) because their haulages do not meet European requirements.
Because of the park’s ageing, Russian hauliers will lose their competitiveness and may be pushed out of the EU transport services market by 2010-2012. The losses of the Federal Budget’s revenue will amount to USD 250-300 million annually, believe the experts of ASMAP.
At the same time, European road transport companies, whose park is completely renewed every three years and will consist of haulages of Euro-4/Euro-5 level by 2009, will have to stop their activities on the Russian territory. That will create new barriers for a single European economic area formation.
Taking all the above mentioned facts into account, one could come to the conclusion that because of the lack of low-sulfur diesel fuel, commercial road transportation between the EU and Russia may be practically paralyzed in the near future.
Difficult Market
At this stage there arise two age-old questions: «Who is to blame?» and «What should be done?» The answer to the first question seems to be a paradox: there is no demand. In the words of Moscow Fuel Association (MFA) President Evgeny Arkusha, over 90% of the Russian auto park is filled up with low quality fuel, and only 10% – with the fuel meeting European standards. That is why the hauliers operating on the domestic market will hardly require it before 2008-2010. At the same time, by that period, the needs of Russian and foreign international carries will amount to 830 thousand tons of Euro-4/Euro-5 diesel fuel, according to the forecasts of the Research Institute of Auto Transport.
The difficulties of the fuel market formation are caused by the imperfect normative basis and the inefficient system of quality control by state bodies. Thus, the results of checkups show that some dishonest operators often sell non-standard fuel, produced at wrong technologies and failing to meet the set requirements, in order to get super-profits. This is partly caused by the lack of serious punishment for the violation of the Russian legislation. Besides, according to the amendments to the Federal Law, adopted on December 9, 2002, sales of oil products were excluded from the list of licensed activities, which made the situation even more complicated.
Meanwhile, production and sale of petrol with high ecological characteristics is not stimulated by the state. Besides, the prime cost of «eurofuel» is by 10-13% higher than that of usual fuel types. Another important fact is that all types of diesel fuel, produced in different technical conditions and different from each other according to the quality characteristics, are sold as one and the same «diesel fuel» on the Russian filling stations. Besides, to deliver, store and sell it, the same tanks, reservoirs and gas stations are used.
Experts state that it is possible to fill up with high-quality fuel in Russia only at the filling stations owned by large companies.
There Is a Programme!
However, attention is paid to the problems of road hauliers supply with low-sulfurous and non-sulfurous petrol. Thus, a solution is offered in a special interdepartmental programme developed by the Research Institute of Auto Transport in accordance with the order of the RF Ministry of Transport. In particular, the document envisages providing the motorways included into International Transport Corridors with the essential volumes of fuel (Euro-3, -4, -5). This is due to the fact that these roads service the basic volume of international freight and passenger transportation (about 86%).
In 2006-2007, there must be at least 40 filling stations in Russia, located in the key points of the International Transport Corridors (near main border crossings, the Moscow ring road and at large roads crossings) at a distance of 450-550 kilometers from each other. According to the pattern offered, starting from the end of 2008, the Euro-3/Euro-4 diesel fuel should be replaced by non-sulfurous fuel, especially on the most loaded motorways Moscow–Saint-Petersburg (M10) and Moscow–Minsk (M1). Besides, it is necessary to create a system of inner (company) and outer (state) control of the quality of petrol sold along the whole distribution chain – starting from the refinery and ending by the filling station.
Besides, the document envisages a number of organizational and legislative measures. Firstly, the system of retail fuel sales licensing is to be recommenced. Secondly, it is necessary to develop and implement varied rates of excises, taxes and export dues on liquefied petrol in accordance to the sulfur volume in it. Moreover, a normative document, setting the order of treating the fuel during transportation, storing and selling, is required to guarantee the quality.
«EUROpean» Way
Some measures are being taken already. On October 12, 2005, Decree №609 of the RF Government set the special technical order that outlines basic requirements to the fuel for auto transport for it to meet the European ecological standards. To improve the situation on the fuel market, customs dues on import of equipment for refineries modernization are temporarily abolished (for 9 months). Another measure taken was the reduction of the export duty on oil products.
Another important document is the project of the technical order «On requirements to gasoline, diesel fuel and other combustive-lubricating substances». It is being adjusted now, and in the near future it will be discussed by the RF Government. Besides, the draft of the law on changing the excise on oil products rates has been created. It will enable to differentiate oil products according to their class.
By the Way
The Euro-2 standards came in force on the territory of Russia in April 2006. Since that time, companies-producers must register a special document «Approval of Vehicle Type». This innovation concerns both Russian and foreign road haulages. To import secondhand vehicles in Russia, it is necessary to get the confirmation of compliance that will later be the basis for the customs registration of the vehicle and its further registration in State Inspectorate of Road Traffic Safety. The implemented requirements do not prohibit Russian plants to produce vehicles with standards lower than Euro-2 ones or to export them to the states without such prohibitions. Experts believe that the structure of Russian import will not change: most imported into the Russian Federation cars already meet Euro-3/Euro-4 requirements.
Euro-3 standards are to be put into operation on January 1, 2008; Euro-4 standards are to be implemented on January 1, 2010; Euro-5 standards are to come in force in 2014.
By OLGA GORBUNOVA
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Ecology Comes First
Most European countries started to pay much attention to the negative impact of auto transport on the environment and people’s health a long time ago. That is the reason for the numerous international documents approved in recent years. The documents envisage rigid requirements to the park of road hauliers. Thus, on January 27, 2003, the statements of Amendment 2 to the European Agreement from 1971, adding to the Vienna Convention on Road Traffic from 1968, came in force. According to the amendment, haulages produced later than 27.01.2003 may be used for international transportation only if at their first registration after production they met all the acting European requirements to emissions. This does not cover the auto transport registered before the date. In practice, this means that international hauliers can purchase (or lease) only those haulages that meet the Euro-4 requirements put into operation in the EU states in October 2005. Otherwise, they will fail to get the International Technical Inspection Certificate.
Considering this and the fact that, starting from 2008, tougher requirements of Euro-5 type come in force, Russian market players need to renew their haulage park as fast as possible. Nowadays, they are successfully coping with the task. According to the data of the Association of International Road Hauliers of Russia (ASMAP), by 2010 the share of road haulages meeting Euro-4 and Euro-5 requirements will amount to 70% of the total park of the enterprises who are members of the Association. Thus, the problem of supplying carriers with respective diesel fuel becomes very important.
Fuel Paralysis
According to Euro-4 requirements, the share of sulfur in diesel fuel should not exceed 50 ppm (10 ppm is required for Euro-5), while the diesel fuel sold nowadays on Russian filling stations contains 1,000-1,500 ppm of sulfur. The share of the diesel fuel meeting Euro-4 requirements is only 4.7% of the total volume of diesel fuel produced in 2005 (60.1 million tons).
Such a situation can cause many negative consequences of technical, economic, ecological and political nature for Russian road hauliers. Firstly, exploitation of haulages that meet European ecological standards, using the fuel with high sulfur, leads to a decrease in the efficiency of burnt gas clearance (by 70-100%), as well as in engine resource (by 30%), and to an increase in lube change frequency by 1.5-2 times. According to the data of ASMAP, this will lead to a 30% growth of expenses on technical servicing, repair and spares. It is also worth noting that the use of fuels not envisaged by the instructions of the producer deprives the user of any guarantees. All the above mentioned factors will, on the one hand, prevent auto parks from growing and, on the other hand, they will lead to growth of tariffs on transportation.
It should be taken into account that Russian carriers operating in the EU suffer additional expenses (road dues differentiated in accordance with the level of ecological characteristics of a haulage) because their haulages do not meet European requirements.
Because of the park’s ageing, Russian hauliers will lose their competitiveness and may be pushed out of the EU transport services market by 2010-2012. The losses of the Federal Budget’s revenue will amount to USD 250-300 million annually, believe the experts of ASMAP.
At the same time, European road transport companies, whose park is completely renewed every three years and will consist of haulages of Euro-4/Euro-5 level by 2009, will have to stop their activities on the Russian territory. That will create new barriers for a single European economic area formation.
Taking all the above mentioned facts into account, one could come to the conclusion that because of the lack of low-sulfur diesel fuel, commercial road transportation between the EU and Russia may be practically paralyzed in the near future.
Difficult Market
At this stage there arise two age-old questions: «Who is to blame?» and «What should be done?» The answer to the first question seems to be a paradox: there is no demand. In the words of Moscow Fuel Association (MFA) President Evgeny Arkusha, over 90% of the Russian auto park is filled up with low quality fuel, and only 10% – with the fuel meeting European standards. That is why the hauliers operating on the domestic market will hardly require it before 2008-2010. At the same time, by that period, the needs of Russian and foreign international carries will amount to 830 thousand tons of Euro-4/Euro-5 diesel fuel, according to the forecasts of the Research Institute of Auto Transport.
The difficulties of the fuel market formation are caused by the imperfect normative basis and the inefficient system of quality control by state bodies. Thus, the results of checkups show that some dishonest operators often sell non-standard fuel, produced at wrong technologies and failing to meet the set requirements, in order to get super-profits. This is partly caused by the lack of serious punishment for the violation of the Russian legislation. Besides, according to the amendments to the Federal Law, adopted on December 9, 2002, sales of oil products were excluded from the list of licensed activities, which made the situation even more complicated.
Meanwhile, production and sale of petrol with high ecological characteristics is not stimulated by the state. Besides, the prime cost of «eurofuel» is by 10-13% higher than that of usual fuel types. Another important fact is that all types of diesel fuel, produced in different technical conditions and different from each other according to the quality characteristics, are sold as one and the same «diesel fuel» on the Russian filling stations. Besides, to deliver, store and sell it, the same tanks, reservoirs and gas stations are used.
Experts state that it is possible to fill up with high-quality fuel in Russia only at the filling stations owned by large companies.
There Is a Programme!
However, attention is paid to the problems of road hauliers supply with low-sulfurous and non-sulfurous petrol. Thus, a solution is offered in a special interdepartmental programme developed by the Research Institute of Auto Transport in accordance with the order of the RF Ministry of Transport. In particular, the document envisages providing the motorways included into International Transport Corridors with the essential volumes of fuel (Euro-3, -4, -5). This is due to the fact that these roads service the basic volume of international freight and passenger transportation (about 86%).
In 2006-2007, there must be at least 40 filling stations in Russia, located in the key points of the International Transport Corridors (near main border crossings, the Moscow ring road and at large roads crossings) at a distance of 450-550 kilometers from each other. According to the pattern offered, starting from the end of 2008, the Euro-3/Euro-4 diesel fuel should be replaced by non-sulfurous fuel, especially on the most loaded motorways Moscow–Saint-Petersburg (M10) and Moscow–Minsk (M1). Besides, it is necessary to create a system of inner (company) and outer (state) control of the quality of petrol sold along the whole distribution chain – starting from the refinery and ending by the filling station.
Besides, the document envisages a number of organizational and legislative measures. Firstly, the system of retail fuel sales licensing is to be recommenced. Secondly, it is necessary to develop and implement varied rates of excises, taxes and export dues on liquefied petrol in accordance to the sulfur volume in it. Moreover, a normative document, setting the order of treating the fuel during transportation, storing and selling, is required to guarantee the quality.
«EUROpean» Way
Some measures are being taken already. On October 12, 2005, Decree №609 of the RF Government set the special technical order that outlines basic requirements to the fuel for auto transport for it to meet the European ecological standards. To improve the situation on the fuel market, customs dues on import of equipment for refineries modernization are temporarily abolished (for 9 months). Another measure taken was the reduction of the export duty on oil products.
Another important document is the project of the technical order «On requirements to gasoline, diesel fuel and other combustive-lubricating substances». It is being adjusted now, and in the near future it will be discussed by the RF Government. Besides, the draft of the law on changing the excise on oil products rates has been created. It will enable to differentiate oil products according to their class.
By the Way
The Euro-2 standards came in force on the territory of Russia in April 2006. Since that time, companies-producers must register a special document «Approval of Vehicle Type». This innovation concerns both Russian and foreign road haulages. To import secondhand vehicles in Russia, it is necessary to get the confirmation of compliance that will later be the basis for the customs registration of the vehicle and its further registration in State Inspectorate of Road Traffic Safety. The implemented requirements do not prohibit Russian plants to produce vehicles with standards lower than Euro-2 ones or to export them to the states without such prohibitions. Experts believe that the structure of Russian import will not change: most imported into the Russian Federation cars already meet Euro-3/Euro-4 requirements.
Euro-3 standards are to be put into operation on January 1, 2008; Euro-4 standards are to be implemented on January 1, 2010; Euro-5 standards are to come in force in 2014.
By OLGA GORBUNOVA
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[DETAIL_TEXT] => Despite the obvious advantages of the international transport corridor «North-South» for transcontinental lines, statistics show it is not very popular, which presents a real threat to the International Euro-Asian Conference on transport.
Dmitry Purim, General Director of AO Sovfrakht, owner of 30% of general cargo export in Trans-Caspian region commented on the situation.
– How can container transportation via the international transport corridor «North-South» be characterized nowadays? What are the tendencies?
– Despite the fact that transport infrastructure development is taken as a priority by the Government of Arkhangelsk region, the container turnover handled by Arkhangelsk stevedoring companies in 2005 amounted to 100 thousand tons. This is a drop by 27% year-on-year and by 13% compared to the results of 2003. The analysis of the reasons for such cargo turnover drop against the background of general growth of container transportation in the world (about 13% per year in the last 11 years) and in Russia (about 20% annually in the last five years) makes us think there is a systemic mistake in the development plan of the International Transport Corridor «North-South», if such plan exists.
– What does your company do to develop cargo transportation within this transport corridor?
– In recent years ООО Sovfrakht handled about 30% export general cargo for Trans-Caspian trade serviced by stevedoring companies of Makhachkala and Astrakhan. Our company operates four vessels to provide timely transportation services. I have to confess we only plan to start a systemic development of container transportation within the «North-South» transport corridor. This year our company, based on the agreement signed by the Astrakhan region Government, plans to invest about RUR 100 mln into the Astrakhan port infrastructure development. Funds will be directed to create a ground for complex cargo handling services (including container staffing, containerized trains formation etc) Considering the fact that the company operates two container terminals in Saint-Petersburg and is launching one in Nizhny Novgorod there are grounds for development and speeding up transit cargo handling.
– What is the corridor’s capacity and its technical state? What are the basic reserves for cargo flow increase?
– After the modernization of the ports Anzali and Noushahr is completed and the port Hazar is built (and linked by railway to the ports Bendar-e’Abbas and Imam Khomeini via Tehran) in 2006-2007, the capacities of Iranian ports in terms of handling cargo in the Caspian region will reach 12 mln tons per year: Anzali – 4 mln, Noushahr – 2 mln, Hazar – 6 mln tons. Thus, Iran practically prepared its transport infrastructure for transit cargo transportation via our territory. Our technical opportunities on bulk cargo development are limited: for Astrakhan transport junction up to 5 mln tons, for Makhachkala – up to 2.5 mln. After additional berths are introduced in the port of Makhachkala, it will receive up to 4 mln tons of bulk cargo. Speaking of the port Olya, I have to say that it can reach the capacity of 8 mln tons per year, if the railway ferry transportation is launched and transit attracted. Competition also needs to be developed between stevedoring companies with no administrative regulation. The dumping rates of every single stevedoring company in Astrakhan prevent the corridor’s technical state from development.
– What are the bottle necks for cargo transportation within the corridor?
– The major problem is lack of transit cargo. Nowadays export makes 76%, import – 4%, cabotage – 20% and transit – 0%. It must not only be attracted, but also handled. Among the technical problems in the Caspian region is the gap between the technical equipment of the Iranian and Russian ports. Also they have to deal with the absence of coordinated activities for administration problems solution on the RF territory. Thus, OAO RZD’s refusal to deliver cargo to any stevedoring companies in Astrakhan due to the «technical unreadiness» can’t assist in clients attraction.
– What steps do you think must the RF Transport Ministry and ОАО RZD take to solve these problems?
– The RF Transport Ministry must actively promote a marketing policy for the corridor’s development. Astrakhan authorities must get support in investment attraction. The Ministry of Transport duty is to support the necessary level of competition and equal access to infrastructure in order to attract investment. ОАО RZD is currently solving the local problem of getting payback for investment made into the construction of a very important railway towards the port of Olya in an administrative way. Thus, my major recommendation to ОАО RZD is to respect the cargo owner, the forwarder and the stevedore.
– Anyway, can we count on any prospects for the corridor’s further development?
– Unfortunately they are only on paper now. The problem lies in the fact that the corridor will actually become a corridor only when transit cargo is transported via it. I believe, the potential that it had in 2001 hasn’t been altogether lost yet. I think we have lost the unified concept for development and it is currently pursued only by the regional authorities, although Astrakhan transport complex development is a national project prospective for the economic safety of the RF.
Interviewed by ELENA STUPITSKAYA
[~DETAIL_TEXT] => Despite the obvious advantages of the international transport corridor «North-South» for transcontinental lines, statistics show it is not very popular, which presents a real threat to the International Euro-Asian Conference on transport.
Dmitry Purim, General Director of AO Sovfrakht, owner of 30% of general cargo export in Trans-Caspian region commented on the situation.
– How can container transportation via the international transport corridor «North-South» be characterized nowadays? What are the tendencies?
– Despite the fact that transport infrastructure development is taken as a priority by the Government of Arkhangelsk region, the container turnover handled by Arkhangelsk stevedoring companies in 2005 amounted to 100 thousand tons. This is a drop by 27% year-on-year and by 13% compared to the results of 2003. The analysis of the reasons for such cargo turnover drop against the background of general growth of container transportation in the world (about 13% per year in the last 11 years) and in Russia (about 20% annually in the last five years) makes us think there is a systemic mistake in the development plan of the International Transport Corridor «North-South», if such plan exists.
– What does your company do to develop cargo transportation within this transport corridor?
– In recent years ООО Sovfrakht handled about 30% export general cargo for Trans-Caspian trade serviced by stevedoring companies of Makhachkala and Astrakhan. Our company operates four vessels to provide timely transportation services. I have to confess we only plan to start a systemic development of container transportation within the «North-South» transport corridor. This year our company, based on the agreement signed by the Astrakhan region Government, plans to invest about RUR 100 mln into the Astrakhan port infrastructure development. Funds will be directed to create a ground for complex cargo handling services (including container staffing, containerized trains formation etc) Considering the fact that the company operates two container terminals in Saint-Petersburg and is launching one in Nizhny Novgorod there are grounds for development and speeding up transit cargo handling.
– What is the corridor’s capacity and its technical state? What are the basic reserves for cargo flow increase?
– After the modernization of the ports Anzali and Noushahr is completed and the port Hazar is built (and linked by railway to the ports Bendar-e’Abbas and Imam Khomeini via Tehran) in 2006-2007, the capacities of Iranian ports in terms of handling cargo in the Caspian region will reach 12 mln tons per year: Anzali – 4 mln, Noushahr – 2 mln, Hazar – 6 mln tons. Thus, Iran practically prepared its transport infrastructure for transit cargo transportation via our territory. Our technical opportunities on bulk cargo development are limited: for Astrakhan transport junction up to 5 mln tons, for Makhachkala – up to 2.5 mln. After additional berths are introduced in the port of Makhachkala, it will receive up to 4 mln tons of bulk cargo. Speaking of the port Olya, I have to say that it can reach the capacity of 8 mln tons per year, if the railway ferry transportation is launched and transit attracted. Competition also needs to be developed between stevedoring companies with no administrative regulation. The dumping rates of every single stevedoring company in Astrakhan prevent the corridor’s technical state from development.
– What are the bottle necks for cargo transportation within the corridor?
– The major problem is lack of transit cargo. Nowadays export makes 76%, import – 4%, cabotage – 20% and transit – 0%. It must not only be attracted, but also handled. Among the technical problems in the Caspian region is the gap between the technical equipment of the Iranian and Russian ports. Also they have to deal with the absence of coordinated activities for administration problems solution on the RF territory. Thus, OAO RZD’s refusal to deliver cargo to any stevedoring companies in Astrakhan due to the «technical unreadiness» can’t assist in clients attraction.
– What steps do you think must the RF Transport Ministry and ОАО RZD take to solve these problems?
– The RF Transport Ministry must actively promote a marketing policy for the corridor’s development. Astrakhan authorities must get support in investment attraction. The Ministry of Transport duty is to support the necessary level of competition and equal access to infrastructure in order to attract investment. ОАО RZD is currently solving the local problem of getting payback for investment made into the construction of a very important railway towards the port of Olya in an administrative way. Thus, my major recommendation to ОАО RZD is to respect the cargo owner, the forwarder and the stevedore.
– Anyway, can we count on any prospects for the corridor’s further development?
– Unfortunately they are only on paper now. The problem lies in the fact that the corridor will actually become a corridor only when transit cargo is transported via it. I believe, the potential that it had in 2001 hasn’t been altogether lost yet. I think we have lost the unified concept for development and it is currently pursued only by the regional authorities, although Astrakhan transport complex development is a national project prospective for the economic safety of the RF.
Interviewed by ELENA STUPITSKAYA
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[DETAIL_TEXT] => Despite the obvious advantages of the international transport corridor «North-South» for transcontinental lines, statistics show it is not very popular, which presents a real threat to the International Euro-Asian Conference on transport.
Dmitry Purim, General Director of AO Sovfrakht, owner of 30% of general cargo export in Trans-Caspian region commented on the situation.
– How can container transportation via the international transport corridor «North-South» be characterized nowadays? What are the tendencies?
– Despite the fact that transport infrastructure development is taken as a priority by the Government of Arkhangelsk region, the container turnover handled by Arkhangelsk stevedoring companies in 2005 amounted to 100 thousand tons. This is a drop by 27% year-on-year and by 13% compared to the results of 2003. The analysis of the reasons for such cargo turnover drop against the background of general growth of container transportation in the world (about 13% per year in the last 11 years) and in Russia (about 20% annually in the last five years) makes us think there is a systemic mistake in the development plan of the International Transport Corridor «North-South», if such plan exists.
– What does your company do to develop cargo transportation within this transport corridor?
– In recent years ООО Sovfrakht handled about 30% export general cargo for Trans-Caspian trade serviced by stevedoring companies of Makhachkala and Astrakhan. Our company operates four vessels to provide timely transportation services. I have to confess we only plan to start a systemic development of container transportation within the «North-South» transport corridor. This year our company, based on the agreement signed by the Astrakhan region Government, plans to invest about RUR 100 mln into the Astrakhan port infrastructure development. Funds will be directed to create a ground for complex cargo handling services (including container staffing, containerized trains formation etc) Considering the fact that the company operates two container terminals in Saint-Petersburg and is launching one in Nizhny Novgorod there are grounds for development and speeding up transit cargo handling.
– What is the corridor’s capacity and its technical state? What are the basic reserves for cargo flow increase?
– After the modernization of the ports Anzali and Noushahr is completed and the port Hazar is built (and linked by railway to the ports Bendar-e’Abbas and Imam Khomeini via Tehran) in 2006-2007, the capacities of Iranian ports in terms of handling cargo in the Caspian region will reach 12 mln tons per year: Anzali – 4 mln, Noushahr – 2 mln, Hazar – 6 mln tons. Thus, Iran practically prepared its transport infrastructure for transit cargo transportation via our territory. Our technical opportunities on bulk cargo development are limited: for Astrakhan transport junction up to 5 mln tons, for Makhachkala – up to 2.5 mln. After additional berths are introduced in the port of Makhachkala, it will receive up to 4 mln tons of bulk cargo. Speaking of the port Olya, I have to say that it can reach the capacity of 8 mln tons per year, if the railway ferry transportation is launched and transit attracted. Competition also needs to be developed between stevedoring companies with no administrative regulation. The dumping rates of every single stevedoring company in Astrakhan prevent the corridor’s technical state from development.
– What are the bottle necks for cargo transportation within the corridor?
– The major problem is lack of transit cargo. Nowadays export makes 76%, import – 4%, cabotage – 20% and transit – 0%. It must not only be attracted, but also handled. Among the technical problems in the Caspian region is the gap between the technical equipment of the Iranian and Russian ports. Also they have to deal with the absence of coordinated activities for administration problems solution on the RF territory. Thus, OAO RZD’s refusal to deliver cargo to any stevedoring companies in Astrakhan due to the «technical unreadiness» can’t assist in clients attraction.
– What steps do you think must the RF Transport Ministry and ОАО RZD take to solve these problems?
– The RF Transport Ministry must actively promote a marketing policy for the corridor’s development. Astrakhan authorities must get support in investment attraction. The Ministry of Transport duty is to support the necessary level of competition and equal access to infrastructure in order to attract investment. ОАО RZD is currently solving the local problem of getting payback for investment made into the construction of a very important railway towards the port of Olya in an administrative way. Thus, my major recommendation to ОАО RZD is to respect the cargo owner, the forwarder and the stevedore.
– Anyway, can we count on any prospects for the corridor’s further development?
– Unfortunately they are only on paper now. The problem lies in the fact that the corridor will actually become a corridor only when transit cargo is transported via it. I believe, the potential that it had in 2001 hasn’t been altogether lost yet. I think we have lost the unified concept for development and it is currently pursued only by the regional authorities, although Astrakhan transport complex development is a national project prospective for the economic safety of the RF.
Interviewed by ELENA STUPITSKAYA
[~DETAIL_TEXT] => Despite the obvious advantages of the international transport corridor «North-South» for transcontinental lines, statistics show it is not very popular, which presents a real threat to the International Euro-Asian Conference on transport.
Dmitry Purim, General Director of AO Sovfrakht, owner of 30% of general cargo export in Trans-Caspian region commented on the situation.
– How can container transportation via the international transport corridor «North-South» be characterized nowadays? What are the tendencies?
– Despite the fact that transport infrastructure development is taken as a priority by the Government of Arkhangelsk region, the container turnover handled by Arkhangelsk stevedoring companies in 2005 amounted to 100 thousand tons. This is a drop by 27% year-on-year and by 13% compared to the results of 2003. The analysis of the reasons for such cargo turnover drop against the background of general growth of container transportation in the world (about 13% per year in the last 11 years) and in Russia (about 20% annually in the last five years) makes us think there is a systemic mistake in the development plan of the International Transport Corridor «North-South», if such plan exists.
– What does your company do to develop cargo transportation within this transport corridor?
– In recent years ООО Sovfrakht handled about 30% export general cargo for Trans-Caspian trade serviced by stevedoring companies of Makhachkala and Astrakhan. Our company operates four vessels to provide timely transportation services. I have to confess we only plan to start a systemic development of container transportation within the «North-South» transport corridor. This year our company, based on the agreement signed by the Astrakhan region Government, plans to invest about RUR 100 mln into the Astrakhan port infrastructure development. Funds will be directed to create a ground for complex cargo handling services (including container staffing, containerized trains formation etc) Considering the fact that the company operates two container terminals in Saint-Petersburg and is launching one in Nizhny Novgorod there are grounds for development and speeding up transit cargo handling.
– What is the corridor’s capacity and its technical state? What are the basic reserves for cargo flow increase?
– After the modernization of the ports Anzali and Noushahr is completed and the port Hazar is built (and linked by railway to the ports Bendar-e’Abbas and Imam Khomeini via Tehran) in 2006-2007, the capacities of Iranian ports in terms of handling cargo in the Caspian region will reach 12 mln tons per year: Anzali – 4 mln, Noushahr – 2 mln, Hazar – 6 mln tons. Thus, Iran practically prepared its transport infrastructure for transit cargo transportation via our territory. Our technical opportunities on bulk cargo development are limited: for Astrakhan transport junction up to 5 mln tons, for Makhachkala – up to 2.5 mln. After additional berths are introduced in the port of Makhachkala, it will receive up to 4 mln tons of bulk cargo. Speaking of the port Olya, I have to say that it can reach the capacity of 8 mln tons per year, if the railway ferry transportation is launched and transit attracted. Competition also needs to be developed between stevedoring companies with no administrative regulation. The dumping rates of every single stevedoring company in Astrakhan prevent the corridor’s technical state from development.
– What are the bottle necks for cargo transportation within the corridor?
– The major problem is lack of transit cargo. Nowadays export makes 76%, import – 4%, cabotage – 20% and transit – 0%. It must not only be attracted, but also handled. Among the technical problems in the Caspian region is the gap between the technical equipment of the Iranian and Russian ports. Also they have to deal with the absence of coordinated activities for administration problems solution on the RF territory. Thus, OAO RZD’s refusal to deliver cargo to any stevedoring companies in Astrakhan due to the «technical unreadiness» can’t assist in clients attraction.
– What steps do you think must the RF Transport Ministry and ОАО RZD take to solve these problems?
– The RF Transport Ministry must actively promote a marketing policy for the corridor’s development. Astrakhan authorities must get support in investment attraction. The Ministry of Transport duty is to support the necessary level of competition and equal access to infrastructure in order to attract investment. ОАО RZD is currently solving the local problem of getting payback for investment made into the construction of a very important railway towards the port of Olya in an administrative way. Thus, my major recommendation to ОАО RZD is to respect the cargo owner, the forwarder and the stevedore.
– Anyway, can we count on any prospects for the corridor’s further development?
– Unfortunately they are only on paper now. The problem lies in the fact that the corridor will actually become a corridor only when transit cargo is transported via it. I believe, the potential that it had in 2001 hasn’t been altogether lost yet. I think we have lost the unified concept for development and it is currently pursued only by the regional authorities, although Astrakhan transport complex development is a national project prospective for the economic safety of the RF.
Interviewed by ELENA STUPITSKAYA
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Tariffs Providing Competitiveness
Rail loading of the following cargoes increased significantly: coal (141.7 million tons was loaded; 3.7% up year-on-year), iron ore and manganese ore (53.2 million tons; +6.2%), ferrous metals (38.9 million tons; +8.5%), oil and products (111.6 million tons; +3.4%), timber (9.5 million tons; +1.9%). At the same time, the volume of coke and mineral fertilizers reduced by 5.7% and 4.7% respectively.
The highest dynamics of freight loading took place on the Krasnoyarskaya (Krasnoyarsk) railway (+9.3%), the Yuzhno-Uralskaya (South-Ural) railway (+5.5%), the Severo-Kavkazskaya (North-Caucasus) railway (+5.4%) and the Yugo-Vostochnaya (South-Eastern) railway (+5.4%). In H1 of 2006 the following railways reduced their loading volume: the Sakhalinskaya (Sakhalin) railway (-10.8% year-on-year), the Gorkovskaya (Gorkov) railway (-1.8%), the Kaliningradskaya (Kaliningrad) railway (-2%) and the Octyabrskaya (October) railway (-1.1%).
The efficient development of the market of transportation in private rolling stock remains a characteristic tendency. According to the data of the Center of Transport Services of OAO RZD, in H1 of 2006 the volume of freight transportation in private and rented wagons increased by 4.3%, and its share in the total loading on the Russian railway network amounted to 34%. Meanwhile, private rolling stock operators are especially active in such sectors as transportation of mineral fertilizers (66% of the cargo is transported in private rolling stock), oil bulk (63.3%), ore (53.8%) and ferrous metals (32%).
An important (from the standpoint of company’s profitability growth) achievement was the increase of loading of the cargoes of the second and the third classes – by 2.2% and by 4.4% respectively.
Analyzing the results of railway transport’s work from the standpoint of foreign trade cargo transportation, analysts of OAO RZD continue to record positive dynamics of development. Thus, loading of export cargo increased by 5%. The basis of the freight flow is mass cargoes, such as oil bulk (29% of the total loading volume), coal (25%), timber (11%) and ferrous metals (10%).
At the same time, export of coal increased by over 16% year-on-year. Experts believe that one of the reasons for it was the unification of tariffs on export and import transportation of the cargo, which was put into operation in 2006, i.e. there was a transfer to tariffs of in all types of transportation but transit.
As for other cargoes, all privileged tariffs on transportation of separate cargoes were implemented in 2005 and remain in force now. So, exclusive tariffs were put into operation for deliveries of fuel for energy and heat supplies to the settlements of the Far Eastern Federal region and the Archangelsk region, as well as for deliveries of raw materials to producers of mineral fertilizers selling their produce to Russian agricultural producers etc. Experts believe that such an approach enables not only to hold a reasonable policy from the standpoint of the state economy’s interests, but also to attract additional freight volumes for transportation. (In its turn, this is the basic argument of OAO RZD who is developing tariff levels for further discussion by the Federal Tariff Service, which uses such a definition as «exclusive tariffs, providing competitiveness of Russian cargoes»).
The efficiency of the approach is proved by the statistic figures mentioned above. At the same time, railway analysts point at probable changes of freight flow routes in the near future.
Will Cargoes Leave Russian Ports?
Nowadays, about 45% of Russian export cargoes are handled in the RF ports, and 55% is carried via the state border crossings (23% of which are cargoes that are to be handled in ports of neighbouring states). Taking into account the reduction of differences between the tariffs on import and export cargoes transportation via border crossings and ports, nowadays it is possible to forecast some re-orientation of freight flow from the ports of the North-Western basin to the ports of the Baltic states.
According to the estimation of the analysts of OAO RZD, in 2006-2007 volumes of transportation to the ports of Estonia, Latvia and Lithuania will increase by 4%, 6% and 15% respectively compared to 2005. The growth will be provided by the increase of export of coal, timber, chemicals and ferrous metals, grain and containerized cargoes, and transit freight flow from the Middle Asian states.
Simultaneously, specialists forecast a growth of export of oil products to the states of the Asian and Pacific regions, as well as of timber, chemicals, and ore to China in the near future. The intensive development of the Chinese economy leads to believe that the export of ferrous metallurgy production, as well as the transportation volumes of production of light, glass and machine building industries, will also grow. The market of containerized freight transportation will also develop dynamically. At the same time, China is one of the basic coal suppliers to the world market. However, its ports are overloaded, and the coal fields are located far from them, which makes it seek new routes for export, including the one via the Grodekovo border crossing to the port of Vostochny.
The results of railway transport work in H1 of 2006 show that the analysts’ forecasts have started to come true. According to the data of the Center of Transport Services of OAO RZD, in January-June 2006 export transportation via the Russian ports reduced by 0.6% year-on-year. In other words, more and more cargoes are carried to the ports of neighbouring states, which couldn’t but influence the work of Russian terminals.
Nowadays, portmen do not worry about the re-orientation of cargo flows; however, they continue to pay attention to the fact that the railway tariff is the most flexible and fast regulator of foreign trade and transit flows, especially in Russia, taking into account the large territory of the state and the role of the railway transport. Thus, one of the negative consequences of tariff increase on freight transportation to the RF sea ports and keeping the tariffs on freight transportation to border crossings at the same level was the re-orientation of ferrous metals flow from the Far Eastern ports to the ports of the Southern basin and Ukraine.
On the other hand, tariff policy is not the only reason for the situation. According to the analysts’ estimation, it was the market situation that played the key role. Thus, China that has been consuming big volumes of Russian ferrous metals lately is now turning into a large exporter, reducing the volume of import of the produce. Respectively, Russian metallurgists turned to the alternative markets of Europe and the USA, the distance to which is much shorter via the ports of the Baltic Sea, the Azov Sea and the Black Sea.
Keeping Pace with Economic Development
Currently the work of the transport sector seems to be well-balanced. In H1 of 2006, the growth of industrial production in Russia made 4.1% year-on-year. In spite of the fact that the volume of freight loaded to the railway transport is lower, only 3%, it is impossible to say that OAO RZD does not cope with produce transportation. According to some key positions, the work of the railmen is even more efficient.
According to the data of the RF Ministry of Industry and Energy, in H1 of 2006 the production of primary fuel and energy resources increased by 2.7% year-on-year. Coal, oil and gas extraction grew by 6.4%, 2.6% and 2.7% respectively. The volume of oil export to the Baltic states and foreign countries increased by 1.5%. However, export to the CIS reduced by 4.5%, which is connected with the abrupt decrease of supplies to Ukraine. At the same time, the crude supplies to the domestic market increased by 6.2% year-on-year: as a result, the share of primary oil processing increased from 43.4% to 45% in H1 of 2006. Naturally, the volume of oil products output grew by 4.5% year-on-year.
As mentioned before, coal extraction grew by 6.4% in Q1 and by 7.2% in Q2. About 98 million tons of coal was delivered to the domestic market in H1 of 2006, 3.4% up year-on-year. In spite of the fact that the growth of supply to fulfill the needs of electric power stations made 4.2%, the tendency will hardly continue. According to the data of the RF Ministry of Industry and Energy, the reserves of solid fuel at Russian electric power stations exceeded the normative level by 19% on July 1, 2006. The amount of coal sent for coking reduced by 3.3% year-on-year.
In spite of the paradox (production of coke reduces) the growth of the metallurgical production and finished metal products made 11.3% in H1 of 2006. Ferrous metals production grew by 8.2%, while the volume of production of deep processed metals increased more intensively. In January-June 2006, the production of finished steel grew by 7.3% year-on-year, while the production of steel pipes increased by 16.2%. In June 2006, the production of cast iron grew by 19.5% year-on-year, the production of steel pipes increased by 16.8%, and the production of steel and profiled iron increased by 16.7% and 25.1% respectively.
Analysts of the RF Ministry of Industry and Energy recorded that export of metals and ironmongery to the CIS increased by 6.5% and to other foreign countries reduced by 20%. However, supplies to the domestic market grew by 22.3%. The main consumers of metals are machine building enterprises, shipbuilding yards, fuel and energy industry, railway transport and the building industry. For example, in H1 of 2006, domestic consumption of finished steel and steel pipes increased by 21.1% and 22.3% respectively.
In H1 of 2006, timber processing and its products grew by 2% year-on-year. A characteristic feature here is the increase of logs export (+15.7%). However, because of the Decree of the RF Government coming in force, which increases the outgoing dues on logs, the situation is expected to change starting from H2, and processed products will be exported mainly. In H1 of 2006, export of saw-timber, plywood, cellulose and paper increased by 11.7%, 7.8%, 3.5% and 1% respectively.
TATYANA TOKAREVA
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Tariffs Providing Competitiveness
Rail loading of the following cargoes increased significantly: coal (141.7 million tons was loaded; 3.7% up year-on-year), iron ore and manganese ore (53.2 million tons; +6.2%), ferrous metals (38.9 million tons; +8.5%), oil and products (111.6 million tons; +3.4%), timber (9.5 million tons; +1.9%). At the same time, the volume of coke and mineral fertilizers reduced by 5.7% and 4.7% respectively.
The highest dynamics of freight loading took place on the Krasnoyarskaya (Krasnoyarsk) railway (+9.3%), the Yuzhno-Uralskaya (South-Ural) railway (+5.5%), the Severo-Kavkazskaya (North-Caucasus) railway (+5.4%) and the Yugo-Vostochnaya (South-Eastern) railway (+5.4%). In H1 of 2006 the following railways reduced their loading volume: the Sakhalinskaya (Sakhalin) railway (-10.8% year-on-year), the Gorkovskaya (Gorkov) railway (-1.8%), the Kaliningradskaya (Kaliningrad) railway (-2%) and the Octyabrskaya (October) railway (-1.1%).
The efficient development of the market of transportation in private rolling stock remains a characteristic tendency. According to the data of the Center of Transport Services of OAO RZD, in H1 of 2006 the volume of freight transportation in private and rented wagons increased by 4.3%, and its share in the total loading on the Russian railway network amounted to 34%. Meanwhile, private rolling stock operators are especially active in such sectors as transportation of mineral fertilizers (66% of the cargo is transported in private rolling stock), oil bulk (63.3%), ore (53.8%) and ferrous metals (32%).
An important (from the standpoint of company’s profitability growth) achievement was the increase of loading of the cargoes of the second and the third classes – by 2.2% and by 4.4% respectively.
Analyzing the results of railway transport’s work from the standpoint of foreign trade cargo transportation, analysts of OAO RZD continue to record positive dynamics of development. Thus, loading of export cargo increased by 5%. The basis of the freight flow is mass cargoes, such as oil bulk (29% of the total loading volume), coal (25%), timber (11%) and ferrous metals (10%).
At the same time, export of coal increased by over 16% year-on-year. Experts believe that one of the reasons for it was the unification of tariffs on export and import transportation of the cargo, which was put into operation in 2006, i.e. there was a transfer to tariffs of in all types of transportation but transit.
As for other cargoes, all privileged tariffs on transportation of separate cargoes were implemented in 2005 and remain in force now. So, exclusive tariffs were put into operation for deliveries of fuel for energy and heat supplies to the settlements of the Far Eastern Federal region and the Archangelsk region, as well as for deliveries of raw materials to producers of mineral fertilizers selling their produce to Russian agricultural producers etc. Experts believe that such an approach enables not only to hold a reasonable policy from the standpoint of the state economy’s interests, but also to attract additional freight volumes for transportation. (In its turn, this is the basic argument of OAO RZD who is developing tariff levels for further discussion by the Federal Tariff Service, which uses such a definition as «exclusive tariffs, providing competitiveness of Russian cargoes»).
The efficiency of the approach is proved by the statistic figures mentioned above. At the same time, railway analysts point at probable changes of freight flow routes in the near future.
Will Cargoes Leave Russian Ports?
Nowadays, about 45% of Russian export cargoes are handled in the RF ports, and 55% is carried via the state border crossings (23% of which are cargoes that are to be handled in ports of neighbouring states). Taking into account the reduction of differences between the tariffs on import and export cargoes transportation via border crossings and ports, nowadays it is possible to forecast some re-orientation of freight flow from the ports of the North-Western basin to the ports of the Baltic states.
According to the estimation of the analysts of OAO RZD, in 2006-2007 volumes of transportation to the ports of Estonia, Latvia and Lithuania will increase by 4%, 6% and 15% respectively compared to 2005. The growth will be provided by the increase of export of coal, timber, chemicals and ferrous metals, grain and containerized cargoes, and transit freight flow from the Middle Asian states.
Simultaneously, specialists forecast a growth of export of oil products to the states of the Asian and Pacific regions, as well as of timber, chemicals, and ore to China in the near future. The intensive development of the Chinese economy leads to believe that the export of ferrous metallurgy production, as well as the transportation volumes of production of light, glass and machine building industries, will also grow. The market of containerized freight transportation will also develop dynamically. At the same time, China is one of the basic coal suppliers to the world market. However, its ports are overloaded, and the coal fields are located far from them, which makes it seek new routes for export, including the one via the Grodekovo border crossing to the port of Vostochny.
The results of railway transport work in H1 of 2006 show that the analysts’ forecasts have started to come true. According to the data of the Center of Transport Services of OAO RZD, in January-June 2006 export transportation via the Russian ports reduced by 0.6% year-on-year. In other words, more and more cargoes are carried to the ports of neighbouring states, which couldn’t but influence the work of Russian terminals.
Nowadays, portmen do not worry about the re-orientation of cargo flows; however, they continue to pay attention to the fact that the railway tariff is the most flexible and fast regulator of foreign trade and transit flows, especially in Russia, taking into account the large territory of the state and the role of the railway transport. Thus, one of the negative consequences of tariff increase on freight transportation to the RF sea ports and keeping the tariffs on freight transportation to border crossings at the same level was the re-orientation of ferrous metals flow from the Far Eastern ports to the ports of the Southern basin and Ukraine.
On the other hand, tariff policy is not the only reason for the situation. According to the analysts’ estimation, it was the market situation that played the key role. Thus, China that has been consuming big volumes of Russian ferrous metals lately is now turning into a large exporter, reducing the volume of import of the produce. Respectively, Russian metallurgists turned to the alternative markets of Europe and the USA, the distance to which is much shorter via the ports of the Baltic Sea, the Azov Sea and the Black Sea.
Keeping Pace with Economic Development
Currently the work of the transport sector seems to be well-balanced. In H1 of 2006, the growth of industrial production in Russia made 4.1% year-on-year. In spite of the fact that the volume of freight loaded to the railway transport is lower, only 3%, it is impossible to say that OAO RZD does not cope with produce transportation. According to some key positions, the work of the railmen is even more efficient.
According to the data of the RF Ministry of Industry and Energy, in H1 of 2006 the production of primary fuel and energy resources increased by 2.7% year-on-year. Coal, oil and gas extraction grew by 6.4%, 2.6% and 2.7% respectively. The volume of oil export to the Baltic states and foreign countries increased by 1.5%. However, export to the CIS reduced by 4.5%, which is connected with the abrupt decrease of supplies to Ukraine. At the same time, the crude supplies to the domestic market increased by 6.2% year-on-year: as a result, the share of primary oil processing increased from 43.4% to 45% in H1 of 2006. Naturally, the volume of oil products output grew by 4.5% year-on-year.
As mentioned before, coal extraction grew by 6.4% in Q1 and by 7.2% in Q2. About 98 million tons of coal was delivered to the domestic market in H1 of 2006, 3.4% up year-on-year. In spite of the fact that the growth of supply to fulfill the needs of electric power stations made 4.2%, the tendency will hardly continue. According to the data of the RF Ministry of Industry and Energy, the reserves of solid fuel at Russian electric power stations exceeded the normative level by 19% on July 1, 2006. The amount of coal sent for coking reduced by 3.3% year-on-year.
In spite of the paradox (production of coke reduces) the growth of the metallurgical production and finished metal products made 11.3% in H1 of 2006. Ferrous metals production grew by 8.2%, while the volume of production of deep processed metals increased more intensively. In January-June 2006, the production of finished steel grew by 7.3% year-on-year, while the production of steel pipes increased by 16.2%. In June 2006, the production of cast iron grew by 19.5% year-on-year, the production of steel pipes increased by 16.8%, and the production of steel and profiled iron increased by 16.7% and 25.1% respectively.
Analysts of the RF Ministry of Industry and Energy recorded that export of metals and ironmongery to the CIS increased by 6.5% and to other foreign countries reduced by 20%. However, supplies to the domestic market grew by 22.3%. The main consumers of metals are machine building enterprises, shipbuilding yards, fuel and energy industry, railway transport and the building industry. For example, in H1 of 2006, domestic consumption of finished steel and steel pipes increased by 21.1% and 22.3% respectively.
In H1 of 2006, timber processing and its products grew by 2% year-on-year. A characteristic feature here is the increase of logs export (+15.7%). However, because of the Decree of the RF Government coming in force, which increases the outgoing dues on logs, the situation is expected to change starting from H2, and processed products will be exported mainly. In H1 of 2006, export of saw-timber, plywood, cellulose and paper increased by 11.7%, 7.8%, 3.5% and 1% respectively.
TATYANA TOKAREVA
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[DETAIL_TEXT] =>
Tariffs Providing Competitiveness
Rail loading of the following cargoes increased significantly: coal (141.7 million tons was loaded; 3.7% up year-on-year), iron ore and manganese ore (53.2 million tons; +6.2%), ferrous metals (38.9 million tons; +8.5%), oil and products (111.6 million tons; +3.4%), timber (9.5 million tons; +1.9%). At the same time, the volume of coke and mineral fertilizers reduced by 5.7% and 4.7% respectively.
The highest dynamics of freight loading took place on the Krasnoyarskaya (Krasnoyarsk) railway (+9.3%), the Yuzhno-Uralskaya (South-Ural) railway (+5.5%), the Severo-Kavkazskaya (North-Caucasus) railway (+5.4%) and the Yugo-Vostochnaya (South-Eastern) railway (+5.4%). In H1 of 2006 the following railways reduced their loading volume: the Sakhalinskaya (Sakhalin) railway (-10.8% year-on-year), the Gorkovskaya (Gorkov) railway (-1.8%), the Kaliningradskaya (Kaliningrad) railway (-2%) and the Octyabrskaya (October) railway (-1.1%).
The efficient development of the market of transportation in private rolling stock remains a characteristic tendency. According to the data of the Center of Transport Services of OAO RZD, in H1 of 2006 the volume of freight transportation in private and rented wagons increased by 4.3%, and its share in the total loading on the Russian railway network amounted to 34%. Meanwhile, private rolling stock operators are especially active in such sectors as transportation of mineral fertilizers (66% of the cargo is transported in private rolling stock), oil bulk (63.3%), ore (53.8%) and ferrous metals (32%).
An important (from the standpoint of company’s profitability growth) achievement was the increase of loading of the cargoes of the second and the third classes – by 2.2% and by 4.4% respectively.
Analyzing the results of railway transport’s work from the standpoint of foreign trade cargo transportation, analysts of OAO RZD continue to record positive dynamics of development. Thus, loading of export cargo increased by 5%. The basis of the freight flow is mass cargoes, such as oil bulk (29% of the total loading volume), coal (25%), timber (11%) and ferrous metals (10%).
At the same time, export of coal increased by over 16% year-on-year. Experts believe that one of the reasons for it was the unification of tariffs on export and import transportation of the cargo, which was put into operation in 2006, i.e. there was a transfer to tariffs of in all types of transportation but transit.
As for other cargoes, all privileged tariffs on transportation of separate cargoes were implemented in 2005 and remain in force now. So, exclusive tariffs were put into operation for deliveries of fuel for energy and heat supplies to the settlements of the Far Eastern Federal region and the Archangelsk region, as well as for deliveries of raw materials to producers of mineral fertilizers selling their produce to Russian agricultural producers etc. Experts believe that such an approach enables not only to hold a reasonable policy from the standpoint of the state economy’s interests, but also to attract additional freight volumes for transportation. (In its turn, this is the basic argument of OAO RZD who is developing tariff levels for further discussion by the Federal Tariff Service, which uses such a definition as «exclusive tariffs, providing competitiveness of Russian cargoes»).
The efficiency of the approach is proved by the statistic figures mentioned above. At the same time, railway analysts point at probable changes of freight flow routes in the near future.
Will Cargoes Leave Russian Ports?
Nowadays, about 45% of Russian export cargoes are handled in the RF ports, and 55% is carried via the state border crossings (23% of which are cargoes that are to be handled in ports of neighbouring states). Taking into account the reduction of differences between the tariffs on import and export cargoes transportation via border crossings and ports, nowadays it is possible to forecast some re-orientation of freight flow from the ports of the North-Western basin to the ports of the Baltic states.
According to the estimation of the analysts of OAO RZD, in 2006-2007 volumes of transportation to the ports of Estonia, Latvia and Lithuania will increase by 4%, 6% and 15% respectively compared to 2005. The growth will be provided by the increase of export of coal, timber, chemicals and ferrous metals, grain and containerized cargoes, and transit freight flow from the Middle Asian states.
Simultaneously, specialists forecast a growth of export of oil products to the states of the Asian and Pacific regions, as well as of timber, chemicals, and ore to China in the near future. The intensive development of the Chinese economy leads to believe that the export of ferrous metallurgy production, as well as the transportation volumes of production of light, glass and machine building industries, will also grow. The market of containerized freight transportation will also develop dynamically. At the same time, China is one of the basic coal suppliers to the world market. However, its ports are overloaded, and the coal fields are located far from them, which makes it seek new routes for export, including the one via the Grodekovo border crossing to the port of Vostochny.
The results of railway transport work in H1 of 2006 show that the analysts’ forecasts have started to come true. According to the data of the Center of Transport Services of OAO RZD, in January-June 2006 export transportation via the Russian ports reduced by 0.6% year-on-year. In other words, more and more cargoes are carried to the ports of neighbouring states, which couldn’t but influence the work of Russian terminals.
Nowadays, portmen do not worry about the re-orientation of cargo flows; however, they continue to pay attention to the fact that the railway tariff is the most flexible and fast regulator of foreign trade and transit flows, especially in Russia, taking into account the large territory of the state and the role of the railway transport. Thus, one of the negative consequences of tariff increase on freight transportation to the RF sea ports and keeping the tariffs on freight transportation to border crossings at the same level was the re-orientation of ferrous metals flow from the Far Eastern ports to the ports of the Southern basin and Ukraine.
On the other hand, tariff policy is not the only reason for the situation. According to the analysts’ estimation, it was the market situation that played the key role. Thus, China that has been consuming big volumes of Russian ferrous metals lately is now turning into a large exporter, reducing the volume of import of the produce. Respectively, Russian metallurgists turned to the alternative markets of Europe and the USA, the distance to which is much shorter via the ports of the Baltic Sea, the Azov Sea and the Black Sea.
Keeping Pace with Economic Development
Currently the work of the transport sector seems to be well-balanced. In H1 of 2006, the growth of industrial production in Russia made 4.1% year-on-year. In spite of the fact that the volume of freight loaded to the railway transport is lower, only 3%, it is impossible to say that OAO RZD does not cope with produce transportation. According to some key positions, the work of the railmen is even more efficient.
According to the data of the RF Ministry of Industry and Energy, in H1 of 2006 the production of primary fuel and energy resources increased by 2.7% year-on-year. Coal, oil and gas extraction grew by 6.4%, 2.6% and 2.7% respectively. The volume of oil export to the Baltic states and foreign countries increased by 1.5%. However, export to the CIS reduced by 4.5%, which is connected with the abrupt decrease of supplies to Ukraine. At the same time, the crude supplies to the domestic market increased by 6.2% year-on-year: as a result, the share of primary oil processing increased from 43.4% to 45% in H1 of 2006. Naturally, the volume of oil products output grew by 4.5% year-on-year.
As mentioned before, coal extraction grew by 6.4% in Q1 and by 7.2% in Q2. About 98 million tons of coal was delivered to the domestic market in H1 of 2006, 3.4% up year-on-year. In spite of the fact that the growth of supply to fulfill the needs of electric power stations made 4.2%, the tendency will hardly continue. According to the data of the RF Ministry of Industry and Energy, the reserves of solid fuel at Russian electric power stations exceeded the normative level by 19% on July 1, 2006. The amount of coal sent for coking reduced by 3.3% year-on-year.
In spite of the paradox (production of coke reduces) the growth of the metallurgical production and finished metal products made 11.3% in H1 of 2006. Ferrous metals production grew by 8.2%, while the volume of production of deep processed metals increased more intensively. In January-June 2006, the production of finished steel grew by 7.3% year-on-year, while the production of steel pipes increased by 16.2%. In June 2006, the production of cast iron grew by 19.5% year-on-year, the production of steel pipes increased by 16.8%, and the production of steel and profiled iron increased by 16.7% and 25.1% respectively.
Analysts of the RF Ministry of Industry and Energy recorded that export of metals and ironmongery to the CIS increased by 6.5% and to other foreign countries reduced by 20%. However, supplies to the domestic market grew by 22.3%. The main consumers of metals are machine building enterprises, shipbuilding yards, fuel and energy industry, railway transport and the building industry. For example, in H1 of 2006, domestic consumption of finished steel and steel pipes increased by 21.1% and 22.3% respectively.
In H1 of 2006, timber processing and its products grew by 2% year-on-year. A characteristic feature here is the increase of logs export (+15.7%). However, because of the Decree of the RF Government coming in force, which increases the outgoing dues on logs, the situation is expected to change starting from H2, and processed products will be exported mainly. In H1 of 2006, export of saw-timber, plywood, cellulose and paper increased by 11.7%, 7.8%, 3.5% and 1% respectively.
TATYANA TOKAREVA
[~DETAIL_TEXT] =>
Tariffs Providing Competitiveness
Rail loading of the following cargoes increased significantly: coal (141.7 million tons was loaded; 3.7% up year-on-year), iron ore and manganese ore (53.2 million tons; +6.2%), ferrous metals (38.9 million tons; +8.5%), oil and products (111.6 million tons; +3.4%), timber (9.5 million tons; +1.9%). At the same time, the volume of coke and mineral fertilizers reduced by 5.7% and 4.7% respectively.
The highest dynamics of freight loading took place on the Krasnoyarskaya (Krasnoyarsk) railway (+9.3%), the Yuzhno-Uralskaya (South-Ural) railway (+5.5%), the Severo-Kavkazskaya (North-Caucasus) railway (+5.4%) and the Yugo-Vostochnaya (South-Eastern) railway (+5.4%). In H1 of 2006 the following railways reduced their loading volume: the Sakhalinskaya (Sakhalin) railway (-10.8% year-on-year), the Gorkovskaya (Gorkov) railway (-1.8%), the Kaliningradskaya (Kaliningrad) railway (-2%) and the Octyabrskaya (October) railway (-1.1%).
The efficient development of the market of transportation in private rolling stock remains a characteristic tendency. According to the data of the Center of Transport Services of OAO RZD, in H1 of 2006 the volume of freight transportation in private and rented wagons increased by 4.3%, and its share in the total loading on the Russian railway network amounted to 34%. Meanwhile, private rolling stock operators are especially active in such sectors as transportation of mineral fertilizers (66% of the cargo is transported in private rolling stock), oil bulk (63.3%), ore (53.8%) and ferrous metals (32%).
An important (from the standpoint of company’s profitability growth) achievement was the increase of loading of the cargoes of the second and the third classes – by 2.2% and by 4.4% respectively.
Analyzing the results of railway transport’s work from the standpoint of foreign trade cargo transportation, analysts of OAO RZD continue to record positive dynamics of development. Thus, loading of export cargo increased by 5%. The basis of the freight flow is mass cargoes, such as oil bulk (29% of the total loading volume), coal (25%), timber (11%) and ferrous metals (10%).
At the same time, export of coal increased by over 16% year-on-year. Experts believe that one of the reasons for it was the unification of tariffs on export and import transportation of the cargo, which was put into operation in 2006, i.e. there was a transfer to tariffs of in all types of transportation but transit.
As for other cargoes, all privileged tariffs on transportation of separate cargoes were implemented in 2005 and remain in force now. So, exclusive tariffs were put into operation for deliveries of fuel for energy and heat supplies to the settlements of the Far Eastern Federal region and the Archangelsk region, as well as for deliveries of raw materials to producers of mineral fertilizers selling their produce to Russian agricultural producers etc. Experts believe that such an approach enables not only to hold a reasonable policy from the standpoint of the state economy’s interests, but also to attract additional freight volumes for transportation. (In its turn, this is the basic argument of OAO RZD who is developing tariff levels for further discussion by the Federal Tariff Service, which uses such a definition as «exclusive tariffs, providing competitiveness of Russian cargoes»).
The efficiency of the approach is proved by the statistic figures mentioned above. At the same time, railway analysts point at probable changes of freight flow routes in the near future.
Will Cargoes Leave Russian Ports?
Nowadays, about 45% of Russian export cargoes are handled in the RF ports, and 55% is carried via the state border crossings (23% of which are cargoes that are to be handled in ports of neighbouring states). Taking into account the reduction of differences between the tariffs on import and export cargoes transportation via border crossings and ports, nowadays it is possible to forecast some re-orientation of freight flow from the ports of the North-Western basin to the ports of the Baltic states.
According to the estimation of the analysts of OAO RZD, in 2006-2007 volumes of transportation to the ports of Estonia, Latvia and Lithuania will increase by 4%, 6% and 15% respectively compared to 2005. The growth will be provided by the increase of export of coal, timber, chemicals and ferrous metals, grain and containerized cargoes, and transit freight flow from the Middle Asian states.
Simultaneously, specialists forecast a growth of export of oil products to the states of the Asian and Pacific regions, as well as of timber, chemicals, and ore to China in the near future. The intensive development of the Chinese economy leads to believe that the export of ferrous metallurgy production, as well as the transportation volumes of production of light, glass and machine building industries, will also grow. The market of containerized freight transportation will also develop dynamically. At the same time, China is one of the basic coal suppliers to the world market. However, its ports are overloaded, and the coal fields are located far from them, which makes it seek new routes for export, including the one via the Grodekovo border crossing to the port of Vostochny.
The results of railway transport work in H1 of 2006 show that the analysts’ forecasts have started to come true. According to the data of the Center of Transport Services of OAO RZD, in January-June 2006 export transportation via the Russian ports reduced by 0.6% year-on-year. In other words, more and more cargoes are carried to the ports of neighbouring states, which couldn’t but influence the work of Russian terminals.
Nowadays, portmen do not worry about the re-orientation of cargo flows; however, they continue to pay attention to the fact that the railway tariff is the most flexible and fast regulator of foreign trade and transit flows, especially in Russia, taking into account the large territory of the state and the role of the railway transport. Thus, one of the negative consequences of tariff increase on freight transportation to the RF sea ports and keeping the tariffs on freight transportation to border crossings at the same level was the re-orientation of ferrous metals flow from the Far Eastern ports to the ports of the Southern basin and Ukraine.
On the other hand, tariff policy is not the only reason for the situation. According to the analysts’ estimation, it was the market situation that played the key role. Thus, China that has been consuming big volumes of Russian ferrous metals lately is now turning into a large exporter, reducing the volume of import of the produce. Respectively, Russian metallurgists turned to the alternative markets of Europe and the USA, the distance to which is much shorter via the ports of the Baltic Sea, the Azov Sea and the Black Sea.
Keeping Pace with Economic Development
Currently the work of the transport sector seems to be well-balanced. In H1 of 2006, the growth of industrial production in Russia made 4.1% year-on-year. In spite of the fact that the volume of freight loaded to the railway transport is lower, only 3%, it is impossible to say that OAO RZD does not cope with produce transportation. According to some key positions, the work of the railmen is even more efficient.
According to the data of the RF Ministry of Industry and Energy, in H1 of 2006 the production of primary fuel and energy resources increased by 2.7% year-on-year. Coal, oil and gas extraction grew by 6.4%, 2.6% and 2.7% respectively. The volume of oil export to the Baltic states and foreign countries increased by 1.5%. However, export to the CIS reduced by 4.5%, which is connected with the abrupt decrease of supplies to Ukraine. At the same time, the crude supplies to the domestic market increased by 6.2% year-on-year: as a result, the share of primary oil processing increased from 43.4% to 45% in H1 of 2006. Naturally, the volume of oil products output grew by 4.5% year-on-year.
As mentioned before, coal extraction grew by 6.4% in Q1 and by 7.2% in Q2. About 98 million tons of coal was delivered to the domestic market in H1 of 2006, 3.4% up year-on-year. In spite of the fact that the growth of supply to fulfill the needs of electric power stations made 4.2%, the tendency will hardly continue. According to the data of the RF Ministry of Industry and Energy, the reserves of solid fuel at Russian electric power stations exceeded the normative level by 19% on July 1, 2006. The amount of coal sent for coking reduced by 3.3% year-on-year.
In spite of the paradox (production of coke reduces) the growth of the metallurgical production and finished metal products made 11.3% in H1 of 2006. Ferrous metals production grew by 8.2%, while the volume of production of deep processed metals increased more intensively. In January-June 2006, the production of finished steel grew by 7.3% year-on-year, while the production of steel pipes increased by 16.2%. In June 2006, the production of cast iron grew by 19.5% year-on-year, the production of steel pipes increased by 16.8%, and the production of steel and profiled iron increased by 16.7% and 25.1% respectively.
Analysts of the RF Ministry of Industry and Energy recorded that export of metals and ironmongery to the CIS increased by 6.5% and to other foreign countries reduced by 20%. However, supplies to the domestic market grew by 22.3%. The main consumers of metals are machine building enterprises, shipbuilding yards, fuel and energy industry, railway transport and the building industry. For example, in H1 of 2006, domestic consumption of finished steel and steel pipes increased by 21.1% and 22.3% respectively.
In H1 of 2006, timber processing and its products grew by 2% year-on-year. A characteristic feature here is the increase of logs export (+15.7%). However, because of the Decree of the RF Government coming in force, which increases the outgoing dues on logs, the situation is expected to change starting from H2, and processed products will be exported mainly. In H1 of 2006, export of saw-timber, plywood, cellulose and paper increased by 11.7%, 7.8%, 3.5% and 1% respectively.
TATYANA TOKAREVA
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