III КВАРТАЛ 2022Г. - 55 баллов
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[DETAIL_TEXT] => To develop intermodal transportation successfully, transport business community must participate in regular business events. In November 2006, IV International Conference «ОАО RZD on the transport services market: cooperation and partnership» was held in Moscow, organized by ОАО RZD and «RZD-Partner» business magazine. This forum is a traditional business event held since 2003 and the biggest information platform uniting rail men, their partners and clients.
Beginning
The need in authoritative and comfortable arena for exchanging information and discussions was about to happen long ago and became obvious in 2003 after the launch of OAO RZD on the basis of property complex of all state railways. Business magazine «RZD-Partner» initiated the idea of holding a conference where representatives of adjusted state bodies, OAO RZD, private transport companies, cargo owners, ports and neighboring railways could participate. The Ministry of Transport of the Russian federation and ОАО RZD supported this initiative.
The first conference «ОАО RZD on the transport services market: cooperation and partnership» took place in November 2003 in Saint-Petersburg (where the editorship of the magazine is located). Such key figures participated in the forum as Secretary of State– Deputy Minister of Railways Sergei Aristov, Heads of the Ministry of Transport of the RF departments Serik Zhusupov and Alexander Kuznetsov, First Vice-President of ОАО RZD Hasyan Zyabirov, President of the Association of Carriers and Rolling Stock Operators Vladimir Prokofyev, President of the Guild of Forwarders Semyon Rezer, President of the Association of Rolling Stock owners Edward Poddavashkin etc. The number of participants amounted to about two hundred people from eight states. President of ОАО RZD Gennady Fadeyev greeted the forum participants and organizers noting in particular: «The slogan of the conference «cooperation and partnership» seems to me the most precise and adequate to the present-day tasks the transport sector has to work on». He stressed that the most important principle of the newly created corporation functioning (as it was still a subject of the natural monopoly) is the formula «customer – partner, relations with whom must be mutually beneficial».
The major topic for discussion was the launch of OAO RZD and the functioning of all links of transport conveyor in a fundamentally new surrounding. How do these processes influence the quality of transport services? What problems arise in normative-legislative, organization, technological, technical and other areas? What are the ways to solve these problems? These and many other issues were the base for discussions at the roundtables and plenary sessions of the conference. The forum approved a resolution that was directed to all adjusted departments and state bodies. In particular, the document contained recommendations on a more intensive attraction of transport associations and unions to the process of new normative-legislative base development, activating competitive sectors separation from the monopoly, work on making the transport business more transparent, further development of partnership etc. Also it was decided to hold this conference annually.
Forum Moves to Capital
In a year the Second conference was held in Moscow. In 2004 over five hundred participants took part in the forum – twice more than it was the year before. They were delegates from about twenty countries. That conference lasted two days. Over one hundred delegates spoke at the plenary sessions and six roundtables. Minister of Transport of the RF Igor Levitin, President of ОАО RZD Gennady Fadeev, Senator Valentin Zavadnikov, the State Duma Deputy Peter Rubezhansky, Deputy Minister of Economic Development and Trade Andrey Sharonov, Deputy Head of the Federal Antimonopoly Service Anatoly Golomolzin and many others were among them.
Within the framework of the conference six roundtables were organized: «Improvement of cargo owners servicing at Russian Railways»; «Tariff policy in railway transport sector»; «Competition development in railway transport sector», «Private investment into rolling stock and infrastructure»; «Information technologies in railway transport sector», «Foreign trade cargo: transportation process participants’ cooperation».
The major focus of the forum was the evaluation by transport market participants of OAOP RZD yearly results and proposals on improvement of its interrelations with customers, as well as discussions of the results achieved during the second stage of the railway reform unfolding. In their reports participants of the conference underlined the need in improvement of transport services. Much attention was also paid to the necessity of railway transport legislative base improvement, system of state tariff regulation, mechanisms of non-discriminatory access of private rolling stock operators to infrastructure and further competition development. Deputy Minister of Economic Development and Trade Andrey Sharonov noted that In respect of the railway sector the state plays two roles: share holder and regulator. At the same time, despite being interested in getting profit from OAO RZD functioning as a share holder, the regulator part is much more important.
The problem of improper tariff regulation was a repeated motive of the conference: the situation when private companies can set market prices on giving rolling stock for transportation and OAO RZD has to operate state tariffs dictated by Tariff Regulation № 10-01 was widely discussed. «Today the state and its regulating bodies have to solve the major task of removing such limitations or creating balanced conditions that would provide no initial competitive advantage to anybody», Boris Lapidus, Vice-President of OAO RZD emphasized.
Private business representatives focused on the necessity to adapt Cargo Transportation Regulations to modern conditions. «Regulations on cargo transportation planning have been developed but they still do not correspond to the modern conditions. Present day limits in terms of giving order on transportation, demands to schedule each rail car is simply the easiest way to earn money from nothing. If this situation continues, private carriers will have to fill in orders where each hour must be planned», Edward Poddavashkin, President of Association of Rolling Stock Owners noted.
One of the innovations of the forum was annual prize «Partner of ОАО «Russian Railways» established by OAO RZD. First prizes were awarded by Gennady Fadeev at the evening reception and plenary session. Such railway companies as VR Cargo Ltd. (Finland), Deutche Bahn (Germany) and Belarus railway got their prizes as best international partners.
It is very important that the conference focused on crucial problems of the transport sector and an even more important fact is that new powerful arena for discussions was tested. A three-lateral dialogue between the state, OAO RZD and its customers successfully developed. Thus, they represented three components of the formula worked out by Gennady Fadeev, i.e. those in whose interest the restructuring reform was launched.
Market Demands Quality
Over 720 participants took part in the third conference held in Moscow in November 2005. There participated the newly appointed President of ОАО RZD Vladimir Yakunin, Deputy Transport Minister Sergey Aristov, Head of the Federal Railway Transport Agency Mikhail Akulov, Deputy Head of the Federal Tariff Service Vitaly Evdokimenko, First Vice-President of ОАО RZD Vadim Morozov, President of Association of Forwarders of Russia Valery Aliseichik, President of the National Association of Transporters Georgy Davydov and others.
Discussions covered a large number of problems considered at two plenary sessions and ten roundtables. The major tendency of the forum was discussion of transport services quality. This problem arose continuously whether participants discussed tariff policy, competition development, normative base development or other issues. If earlier this sort of discussions was initiated by cargo owning companies, now ОАО RZD itself actively put this problem on the agenda. Private operator and forwarding companies not only shared their experience, but also studied their colleagues’ experience, listening carefully to proposals and remarks of their present-moment or potential clients.
This once again proved the fact that transport services market in Russia is developing dynamically. It is quite significant that, a few weeks after the forum, ОАО RZD put on the agenda of the Board session the issue of company’s services in conditions of growing competition with private transportation companies. Many of the remarks made at the conference became a signal for rail men. Also the Board discussed issues that could hardly be discussed before (for example, opportunity of clients’ short-term crediting). «Our target is to simplify the way of bringing railway transportation quality services to the customer», Vladimir Yakunin stated.
Heated discussions were also dedicated to further competition development within the transportation area, in particular, the prospects of infrastructure and separating the transportation businesses of OAO RZD. Evgeny Mikhailov, Deputy Head of the Department of infrastructure reforms of the Ministry of Economic Development and Trade, noted: «Together with the development of operator activities, one of the most important issues for the reform is the launch of independent railway carriers and formation of efficient competition between them. Unfortunately, this problem is not a very popular one and gets poor attention».
As a response to this, Vladimir Yakunin announced the intention of OAO RZD to launch a Cargo Company, OAO RZD subsidiary, which would receive the whole park of rail cars of the company. In general, at the conference one could smell the air of forthcoming activation of restructuring processes, whose unfolding in 2005 was lagging behind the Programme documents.
Discussions do not contradict understanding
«The number of participants has increased fourfold in four years. This is an impressive result! This shows an objective interest to the forum from the transport business community», with such opening remark President of ОАО RZD Vladimir Yakunin started the fourth international conference on November 1, 2006. He also pointed out the fact that this conference is special since it is held in the year when the third stage of the restructuring reform began.
The conference was sponsored by the biggest companies working on the transport services market. General Partners of the conference: ZAO Severstaltrans, ОАО Vneshtorgbank.The General Bank: ОАО TransCreditBank. General Insurer: ОАО ZHASO. General Sponsors: ОАО Novaya Perevozochnaya Kompaniya, ZAO Transmasholding, ОАО TransContainer. IT-Partner: ZAO Company TransTeleCom. International Partners: ООО Mechel-Trans, Ernst&Young. Insurer: ОАО SOGAZ. Sponsors: ООО BaltTransService, ООО Transoil, ООО Leasing company Inpromleasing, ОАО Refservice, ZAO Yukos-TransService, ООО Independent Transport Company. General Information Sponsors: RIA Novosti, newspaper Gudok.
The range of issues put on the agenda was quite wide. Besides general plenary session, 11 roundtables were held. For the first time there were held sessions on high-speed transportation and outsourcing development in the railway transport sector.
Quite a significant innovation of the conference was holding a consultative meeting of heads of transport associations and unions of Russia dedicated to such problem as «Self-regulated organizations in transport sector: market demands and prospects». President of Forwarders Association Valery Aliseichik, Vice-President of Transporters Union of Russia Evgeny Kazantsev, President of the National Association of Transporters Georgy Davydov, President of the Union of Cargo Owners and Industrial Transport Enterprises Alexey Horuzhy, President of Association of Ports and River Transport Ship-Owners Alexander Zaitsev, Executive Director of Association of Carriers and Rolling Stock Operators Mikhail Eremin and many others participated in the meeting.
The meeting participants discussed how ready the Russian transport unions and association are for the development and use of methods of self-regulated market in conditions of the draft law «On self-regulated organizations» being approved by the State Duma. They shared their thoughts and practical experience in this area, and discussed general issues. In particular, it was decided that professional unions and associations should take an active part or perform as responsible public bodies in such areas as licensing, certification, technical regulation, staff training, court of arbitration and some others.
However, in the opinion of the participants, a multi-staged preparation of all processes is needed. They should include precise legal differentiation of functions between state-run and self-regulated organizations to control markets, experience acquiring and, most importantly, public understanding what market self-regulation is, what peculiarities of this process are typical of Russia, what steps associations and unions in this area can take.
Participants agreed that this stage needs public discussions first of all, thus, state bodies representatives and business men should be attracted.
IV Conference approved a resolution which contained conclusions summing up the crucial issues of the transport market, recommendations to executive bodies and business community. Alexander Misharin, Deputy Transport Minister, expressed a common opinion when in the final press-conference he stated: «We believe this forum has been successfully developing year after year and performs as a crucially important platform for all participants of the transport market. Undoubtedly, it gives everyone a chance to express opinions on any discussion problem and, most importantly, not only speak, but also to be heard».
V Conference is to be held in November 2007 in Moscow.
ANDREY GURYEV
[~DETAIL_TEXT] => To develop intermodal transportation successfully, transport business community must participate in regular business events. In November 2006, IV International Conference «ОАО RZD on the transport services market: cooperation and partnership» was held in Moscow, organized by ОАО RZD and «RZD-Partner» business magazine. This forum is a traditional business event held since 2003 and the biggest information platform uniting rail men, their partners and clients.
Beginning
The need in authoritative and comfortable arena for exchanging information and discussions was about to happen long ago and became obvious in 2003 after the launch of OAO RZD on the basis of property complex of all state railways. Business magazine «RZD-Partner» initiated the idea of holding a conference where representatives of adjusted state bodies, OAO RZD, private transport companies, cargo owners, ports and neighboring railways could participate. The Ministry of Transport of the Russian federation and ОАО RZD supported this initiative.
The first conference «ОАО RZD on the transport services market: cooperation and partnership» took place in November 2003 in Saint-Petersburg (where the editorship of the magazine is located). Such key figures participated in the forum as Secretary of State– Deputy Minister of Railways Sergei Aristov, Heads of the Ministry of Transport of the RF departments Serik Zhusupov and Alexander Kuznetsov, First Vice-President of ОАО RZD Hasyan Zyabirov, President of the Association of Carriers and Rolling Stock Operators Vladimir Prokofyev, President of the Guild of Forwarders Semyon Rezer, President of the Association of Rolling Stock owners Edward Poddavashkin etc. The number of participants amounted to about two hundred people from eight states. President of ОАО RZD Gennady Fadeyev greeted the forum participants and organizers noting in particular: «The slogan of the conference «cooperation and partnership» seems to me the most precise and adequate to the present-day tasks the transport sector has to work on». He stressed that the most important principle of the newly created corporation functioning (as it was still a subject of the natural monopoly) is the formula «customer – partner, relations with whom must be mutually beneficial».
The major topic for discussion was the launch of OAO RZD and the functioning of all links of transport conveyor in a fundamentally new surrounding. How do these processes influence the quality of transport services? What problems arise in normative-legislative, organization, technological, technical and other areas? What are the ways to solve these problems? These and many other issues were the base for discussions at the roundtables and plenary sessions of the conference. The forum approved a resolution that was directed to all adjusted departments and state bodies. In particular, the document contained recommendations on a more intensive attraction of transport associations and unions to the process of new normative-legislative base development, activating competitive sectors separation from the monopoly, work on making the transport business more transparent, further development of partnership etc. Also it was decided to hold this conference annually.
Forum Moves to Capital
In a year the Second conference was held in Moscow. In 2004 over five hundred participants took part in the forum – twice more than it was the year before. They were delegates from about twenty countries. That conference lasted two days. Over one hundred delegates spoke at the plenary sessions and six roundtables. Minister of Transport of the RF Igor Levitin, President of ОАО RZD Gennady Fadeev, Senator Valentin Zavadnikov, the State Duma Deputy Peter Rubezhansky, Deputy Minister of Economic Development and Trade Andrey Sharonov, Deputy Head of the Federal Antimonopoly Service Anatoly Golomolzin and many others were among them.
Within the framework of the conference six roundtables were organized: «Improvement of cargo owners servicing at Russian Railways»; «Tariff policy in railway transport sector»; «Competition development in railway transport sector», «Private investment into rolling stock and infrastructure»; «Information technologies in railway transport sector», «Foreign trade cargo: transportation process participants’ cooperation».
The major focus of the forum was the evaluation by transport market participants of OAOP RZD yearly results and proposals on improvement of its interrelations with customers, as well as discussions of the results achieved during the second stage of the railway reform unfolding. In their reports participants of the conference underlined the need in improvement of transport services. Much attention was also paid to the necessity of railway transport legislative base improvement, system of state tariff regulation, mechanisms of non-discriminatory access of private rolling stock operators to infrastructure and further competition development. Deputy Minister of Economic Development and Trade Andrey Sharonov noted that In respect of the railway sector the state plays two roles: share holder and regulator. At the same time, despite being interested in getting profit from OAO RZD functioning as a share holder, the regulator part is much more important.
The problem of improper tariff regulation was a repeated motive of the conference: the situation when private companies can set market prices on giving rolling stock for transportation and OAO RZD has to operate state tariffs dictated by Tariff Regulation № 10-01 was widely discussed. «Today the state and its regulating bodies have to solve the major task of removing such limitations or creating balanced conditions that would provide no initial competitive advantage to anybody», Boris Lapidus, Vice-President of OAO RZD emphasized.
Private business representatives focused on the necessity to adapt Cargo Transportation Regulations to modern conditions. «Regulations on cargo transportation planning have been developed but they still do not correspond to the modern conditions. Present day limits in terms of giving order on transportation, demands to schedule each rail car is simply the easiest way to earn money from nothing. If this situation continues, private carriers will have to fill in orders where each hour must be planned», Edward Poddavashkin, President of Association of Rolling Stock Owners noted.
One of the innovations of the forum was annual prize «Partner of ОАО «Russian Railways» established by OAO RZD. First prizes were awarded by Gennady Fadeev at the evening reception and plenary session. Such railway companies as VR Cargo Ltd. (Finland), Deutche Bahn (Germany) and Belarus railway got their prizes as best international partners.
It is very important that the conference focused on crucial problems of the transport sector and an even more important fact is that new powerful arena for discussions was tested. A three-lateral dialogue between the state, OAO RZD and its customers successfully developed. Thus, they represented three components of the formula worked out by Gennady Fadeev, i.e. those in whose interest the restructuring reform was launched.
Market Demands Quality
Over 720 participants took part in the third conference held in Moscow in November 2005. There participated the newly appointed President of ОАО RZD Vladimir Yakunin, Deputy Transport Minister Sergey Aristov, Head of the Federal Railway Transport Agency Mikhail Akulov, Deputy Head of the Federal Tariff Service Vitaly Evdokimenko, First Vice-President of ОАО RZD Vadim Morozov, President of Association of Forwarders of Russia Valery Aliseichik, President of the National Association of Transporters Georgy Davydov and others.
Discussions covered a large number of problems considered at two plenary sessions and ten roundtables. The major tendency of the forum was discussion of transport services quality. This problem arose continuously whether participants discussed tariff policy, competition development, normative base development or other issues. If earlier this sort of discussions was initiated by cargo owning companies, now ОАО RZD itself actively put this problem on the agenda. Private operator and forwarding companies not only shared their experience, but also studied their colleagues’ experience, listening carefully to proposals and remarks of their present-moment or potential clients.
This once again proved the fact that transport services market in Russia is developing dynamically. It is quite significant that, a few weeks after the forum, ОАО RZD put on the agenda of the Board session the issue of company’s services in conditions of growing competition with private transportation companies. Many of the remarks made at the conference became a signal for rail men. Also the Board discussed issues that could hardly be discussed before (for example, opportunity of clients’ short-term crediting). «Our target is to simplify the way of bringing railway transportation quality services to the customer», Vladimir Yakunin stated.
Heated discussions were also dedicated to further competition development within the transportation area, in particular, the prospects of infrastructure and separating the transportation businesses of OAO RZD. Evgeny Mikhailov, Deputy Head of the Department of infrastructure reforms of the Ministry of Economic Development and Trade, noted: «Together with the development of operator activities, one of the most important issues for the reform is the launch of independent railway carriers and formation of efficient competition between them. Unfortunately, this problem is not a very popular one and gets poor attention».
As a response to this, Vladimir Yakunin announced the intention of OAO RZD to launch a Cargo Company, OAO RZD subsidiary, which would receive the whole park of rail cars of the company. In general, at the conference one could smell the air of forthcoming activation of restructuring processes, whose unfolding in 2005 was lagging behind the Programme documents.
Discussions do not contradict understanding
«The number of participants has increased fourfold in four years. This is an impressive result! This shows an objective interest to the forum from the transport business community», with such opening remark President of ОАО RZD Vladimir Yakunin started the fourth international conference on November 1, 2006. He also pointed out the fact that this conference is special since it is held in the year when the third stage of the restructuring reform began.
The conference was sponsored by the biggest companies working on the transport services market. General Partners of the conference: ZAO Severstaltrans, ОАО Vneshtorgbank.The General Bank: ОАО TransCreditBank. General Insurer: ОАО ZHASO. General Sponsors: ОАО Novaya Perevozochnaya Kompaniya, ZAO Transmasholding, ОАО TransContainer. IT-Partner: ZAO Company TransTeleCom. International Partners: ООО Mechel-Trans, Ernst&Young. Insurer: ОАО SOGAZ. Sponsors: ООО BaltTransService, ООО Transoil, ООО Leasing company Inpromleasing, ОАО Refservice, ZAO Yukos-TransService, ООО Independent Transport Company. General Information Sponsors: RIA Novosti, newspaper Gudok.
The range of issues put on the agenda was quite wide. Besides general plenary session, 11 roundtables were held. For the first time there were held sessions on high-speed transportation and outsourcing development in the railway transport sector.
Quite a significant innovation of the conference was holding a consultative meeting of heads of transport associations and unions of Russia dedicated to such problem as «Self-regulated organizations in transport sector: market demands and prospects». President of Forwarders Association Valery Aliseichik, Vice-President of Transporters Union of Russia Evgeny Kazantsev, President of the National Association of Transporters Georgy Davydov, President of the Union of Cargo Owners and Industrial Transport Enterprises Alexey Horuzhy, President of Association of Ports and River Transport Ship-Owners Alexander Zaitsev, Executive Director of Association of Carriers and Rolling Stock Operators Mikhail Eremin and many others participated in the meeting.
The meeting participants discussed how ready the Russian transport unions and association are for the development and use of methods of self-regulated market in conditions of the draft law «On self-regulated organizations» being approved by the State Duma. They shared their thoughts and practical experience in this area, and discussed general issues. In particular, it was decided that professional unions and associations should take an active part or perform as responsible public bodies in such areas as licensing, certification, technical regulation, staff training, court of arbitration and some others.
However, in the opinion of the participants, a multi-staged preparation of all processes is needed. They should include precise legal differentiation of functions between state-run and self-regulated organizations to control markets, experience acquiring and, most importantly, public understanding what market self-regulation is, what peculiarities of this process are typical of Russia, what steps associations and unions in this area can take.
Participants agreed that this stage needs public discussions first of all, thus, state bodies representatives and business men should be attracted.
IV Conference approved a resolution which contained conclusions summing up the crucial issues of the transport market, recommendations to executive bodies and business community. Alexander Misharin, Deputy Transport Minister, expressed a common opinion when in the final press-conference he stated: «We believe this forum has been successfully developing year after year and performs as a crucially important platform for all participants of the transport market. Undoubtedly, it gives everyone a chance to express opinions on any discussion problem and, most importantly, not only speak, but also to be heard».
V Conference is to be held in November 2007 in Moscow.
ANDREY GURYEV
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[DETAIL_TEXT] => To develop intermodal transportation successfully, transport business community must participate in regular business events. In November 2006, IV International Conference «ОАО RZD on the transport services market: cooperation and partnership» was held in Moscow, organized by ОАО RZD and «RZD-Partner» business magazine. This forum is a traditional business event held since 2003 and the biggest information platform uniting rail men, their partners and clients.
Beginning
The need in authoritative and comfortable arena for exchanging information and discussions was about to happen long ago and became obvious in 2003 after the launch of OAO RZD on the basis of property complex of all state railways. Business magazine «RZD-Partner» initiated the idea of holding a conference where representatives of adjusted state bodies, OAO RZD, private transport companies, cargo owners, ports and neighboring railways could participate. The Ministry of Transport of the Russian federation and ОАО RZD supported this initiative.
The first conference «ОАО RZD on the transport services market: cooperation and partnership» took place in November 2003 in Saint-Petersburg (where the editorship of the magazine is located). Such key figures participated in the forum as Secretary of State– Deputy Minister of Railways Sergei Aristov, Heads of the Ministry of Transport of the RF departments Serik Zhusupov and Alexander Kuznetsov, First Vice-President of ОАО RZD Hasyan Zyabirov, President of the Association of Carriers and Rolling Stock Operators Vladimir Prokofyev, President of the Guild of Forwarders Semyon Rezer, President of the Association of Rolling Stock owners Edward Poddavashkin etc. The number of participants amounted to about two hundred people from eight states. President of ОАО RZD Gennady Fadeyev greeted the forum participants and organizers noting in particular: «The slogan of the conference «cooperation and partnership» seems to me the most precise and adequate to the present-day tasks the transport sector has to work on». He stressed that the most important principle of the newly created corporation functioning (as it was still a subject of the natural monopoly) is the formula «customer – partner, relations with whom must be mutually beneficial».
The major topic for discussion was the launch of OAO RZD and the functioning of all links of transport conveyor in a fundamentally new surrounding. How do these processes influence the quality of transport services? What problems arise in normative-legislative, organization, technological, technical and other areas? What are the ways to solve these problems? These and many other issues were the base for discussions at the roundtables and plenary sessions of the conference. The forum approved a resolution that was directed to all adjusted departments and state bodies. In particular, the document contained recommendations on a more intensive attraction of transport associations and unions to the process of new normative-legislative base development, activating competitive sectors separation from the monopoly, work on making the transport business more transparent, further development of partnership etc. Also it was decided to hold this conference annually.
Forum Moves to Capital
In a year the Second conference was held in Moscow. In 2004 over five hundred participants took part in the forum – twice more than it was the year before. They were delegates from about twenty countries. That conference lasted two days. Over one hundred delegates spoke at the plenary sessions and six roundtables. Minister of Transport of the RF Igor Levitin, President of ОАО RZD Gennady Fadeev, Senator Valentin Zavadnikov, the State Duma Deputy Peter Rubezhansky, Deputy Minister of Economic Development and Trade Andrey Sharonov, Deputy Head of the Federal Antimonopoly Service Anatoly Golomolzin and many others were among them.
Within the framework of the conference six roundtables were organized: «Improvement of cargo owners servicing at Russian Railways»; «Tariff policy in railway transport sector»; «Competition development in railway transport sector», «Private investment into rolling stock and infrastructure»; «Information technologies in railway transport sector», «Foreign trade cargo: transportation process participants’ cooperation».
The major focus of the forum was the evaluation by transport market participants of OAOP RZD yearly results and proposals on improvement of its interrelations with customers, as well as discussions of the results achieved during the second stage of the railway reform unfolding. In their reports participants of the conference underlined the need in improvement of transport services. Much attention was also paid to the necessity of railway transport legislative base improvement, system of state tariff regulation, mechanisms of non-discriminatory access of private rolling stock operators to infrastructure and further competition development. Deputy Minister of Economic Development and Trade Andrey Sharonov noted that In respect of the railway sector the state plays two roles: share holder and regulator. At the same time, despite being interested in getting profit from OAO RZD functioning as a share holder, the regulator part is much more important.
The problem of improper tariff regulation was a repeated motive of the conference: the situation when private companies can set market prices on giving rolling stock for transportation and OAO RZD has to operate state tariffs dictated by Tariff Regulation № 10-01 was widely discussed. «Today the state and its regulating bodies have to solve the major task of removing such limitations or creating balanced conditions that would provide no initial competitive advantage to anybody», Boris Lapidus, Vice-President of OAO RZD emphasized.
Private business representatives focused on the necessity to adapt Cargo Transportation Regulations to modern conditions. «Regulations on cargo transportation planning have been developed but they still do not correspond to the modern conditions. Present day limits in terms of giving order on transportation, demands to schedule each rail car is simply the easiest way to earn money from nothing. If this situation continues, private carriers will have to fill in orders where each hour must be planned», Edward Poddavashkin, President of Association of Rolling Stock Owners noted.
One of the innovations of the forum was annual prize «Partner of ОАО «Russian Railways» established by OAO RZD. First prizes were awarded by Gennady Fadeev at the evening reception and plenary session. Such railway companies as VR Cargo Ltd. (Finland), Deutche Bahn (Germany) and Belarus railway got their prizes as best international partners.
It is very important that the conference focused on crucial problems of the transport sector and an even more important fact is that new powerful arena for discussions was tested. A three-lateral dialogue between the state, OAO RZD and its customers successfully developed. Thus, they represented three components of the formula worked out by Gennady Fadeev, i.e. those in whose interest the restructuring reform was launched.
Market Demands Quality
Over 720 participants took part in the third conference held in Moscow in November 2005. There participated the newly appointed President of ОАО RZD Vladimir Yakunin, Deputy Transport Minister Sergey Aristov, Head of the Federal Railway Transport Agency Mikhail Akulov, Deputy Head of the Federal Tariff Service Vitaly Evdokimenko, First Vice-President of ОАО RZD Vadim Morozov, President of Association of Forwarders of Russia Valery Aliseichik, President of the National Association of Transporters Georgy Davydov and others.
Discussions covered a large number of problems considered at two plenary sessions and ten roundtables. The major tendency of the forum was discussion of transport services quality. This problem arose continuously whether participants discussed tariff policy, competition development, normative base development or other issues. If earlier this sort of discussions was initiated by cargo owning companies, now ОАО RZD itself actively put this problem on the agenda. Private operator and forwarding companies not only shared their experience, but also studied their colleagues’ experience, listening carefully to proposals and remarks of their present-moment or potential clients.
This once again proved the fact that transport services market in Russia is developing dynamically. It is quite significant that, a few weeks after the forum, ОАО RZD put on the agenda of the Board session the issue of company’s services in conditions of growing competition with private transportation companies. Many of the remarks made at the conference became a signal for rail men. Also the Board discussed issues that could hardly be discussed before (for example, opportunity of clients’ short-term crediting). «Our target is to simplify the way of bringing railway transportation quality services to the customer», Vladimir Yakunin stated.
Heated discussions were also dedicated to further competition development within the transportation area, in particular, the prospects of infrastructure and separating the transportation businesses of OAO RZD. Evgeny Mikhailov, Deputy Head of the Department of infrastructure reforms of the Ministry of Economic Development and Trade, noted: «Together with the development of operator activities, one of the most important issues for the reform is the launch of independent railway carriers and formation of efficient competition between them. Unfortunately, this problem is not a very popular one and gets poor attention».
As a response to this, Vladimir Yakunin announced the intention of OAO RZD to launch a Cargo Company, OAO RZD subsidiary, which would receive the whole park of rail cars of the company. In general, at the conference one could smell the air of forthcoming activation of restructuring processes, whose unfolding in 2005 was lagging behind the Programme documents.
Discussions do not contradict understanding
«The number of participants has increased fourfold in four years. This is an impressive result! This shows an objective interest to the forum from the transport business community», with such opening remark President of ОАО RZD Vladimir Yakunin started the fourth international conference on November 1, 2006. He also pointed out the fact that this conference is special since it is held in the year when the third stage of the restructuring reform began.
The conference was sponsored by the biggest companies working on the transport services market. General Partners of the conference: ZAO Severstaltrans, ОАО Vneshtorgbank.The General Bank: ОАО TransCreditBank. General Insurer: ОАО ZHASO. General Sponsors: ОАО Novaya Perevozochnaya Kompaniya, ZAO Transmasholding, ОАО TransContainer. IT-Partner: ZAO Company TransTeleCom. International Partners: ООО Mechel-Trans, Ernst&Young. Insurer: ОАО SOGAZ. Sponsors: ООО BaltTransService, ООО Transoil, ООО Leasing company Inpromleasing, ОАО Refservice, ZAO Yukos-TransService, ООО Independent Transport Company. General Information Sponsors: RIA Novosti, newspaper Gudok.
The range of issues put on the agenda was quite wide. Besides general plenary session, 11 roundtables were held. For the first time there were held sessions on high-speed transportation and outsourcing development in the railway transport sector.
Quite a significant innovation of the conference was holding a consultative meeting of heads of transport associations and unions of Russia dedicated to such problem as «Self-regulated organizations in transport sector: market demands and prospects». President of Forwarders Association Valery Aliseichik, Vice-President of Transporters Union of Russia Evgeny Kazantsev, President of the National Association of Transporters Georgy Davydov, President of the Union of Cargo Owners and Industrial Transport Enterprises Alexey Horuzhy, President of Association of Ports and River Transport Ship-Owners Alexander Zaitsev, Executive Director of Association of Carriers and Rolling Stock Operators Mikhail Eremin and many others participated in the meeting.
The meeting participants discussed how ready the Russian transport unions and association are for the development and use of methods of self-regulated market in conditions of the draft law «On self-regulated organizations» being approved by the State Duma. They shared their thoughts and practical experience in this area, and discussed general issues. In particular, it was decided that professional unions and associations should take an active part or perform as responsible public bodies in such areas as licensing, certification, technical regulation, staff training, court of arbitration and some others.
However, in the opinion of the participants, a multi-staged preparation of all processes is needed. They should include precise legal differentiation of functions between state-run and self-regulated organizations to control markets, experience acquiring and, most importantly, public understanding what market self-regulation is, what peculiarities of this process are typical of Russia, what steps associations and unions in this area can take.
Participants agreed that this stage needs public discussions first of all, thus, state bodies representatives and business men should be attracted.
IV Conference approved a resolution which contained conclusions summing up the crucial issues of the transport market, recommendations to executive bodies and business community. Alexander Misharin, Deputy Transport Minister, expressed a common opinion when in the final press-conference he stated: «We believe this forum has been successfully developing year after year and performs as a crucially important platform for all participants of the transport market. Undoubtedly, it gives everyone a chance to express opinions on any discussion problem and, most importantly, not only speak, but also to be heard».
V Conference is to be held in November 2007 in Moscow.
ANDREY GURYEV
[~DETAIL_TEXT] => To develop intermodal transportation successfully, transport business community must participate in regular business events. In November 2006, IV International Conference «ОАО RZD on the transport services market: cooperation and partnership» was held in Moscow, organized by ОАО RZD and «RZD-Partner» business magazine. This forum is a traditional business event held since 2003 and the biggest information platform uniting rail men, their partners and clients.
Beginning
The need in authoritative and comfortable arena for exchanging information and discussions was about to happen long ago and became obvious in 2003 after the launch of OAO RZD on the basis of property complex of all state railways. Business magazine «RZD-Partner» initiated the idea of holding a conference where representatives of adjusted state bodies, OAO RZD, private transport companies, cargo owners, ports and neighboring railways could participate. The Ministry of Transport of the Russian federation and ОАО RZD supported this initiative.
The first conference «ОАО RZD on the transport services market: cooperation and partnership» took place in November 2003 in Saint-Petersburg (where the editorship of the magazine is located). Such key figures participated in the forum as Secretary of State– Deputy Minister of Railways Sergei Aristov, Heads of the Ministry of Transport of the RF departments Serik Zhusupov and Alexander Kuznetsov, First Vice-President of ОАО RZD Hasyan Zyabirov, President of the Association of Carriers and Rolling Stock Operators Vladimir Prokofyev, President of the Guild of Forwarders Semyon Rezer, President of the Association of Rolling Stock owners Edward Poddavashkin etc. The number of participants amounted to about two hundred people from eight states. President of ОАО RZD Gennady Fadeyev greeted the forum participants and organizers noting in particular: «The slogan of the conference «cooperation and partnership» seems to me the most precise and adequate to the present-day tasks the transport sector has to work on». He stressed that the most important principle of the newly created corporation functioning (as it was still a subject of the natural monopoly) is the formula «customer – partner, relations with whom must be mutually beneficial».
The major topic for discussion was the launch of OAO RZD and the functioning of all links of transport conveyor in a fundamentally new surrounding. How do these processes influence the quality of transport services? What problems arise in normative-legislative, organization, technological, technical and other areas? What are the ways to solve these problems? These and many other issues were the base for discussions at the roundtables and plenary sessions of the conference. The forum approved a resolution that was directed to all adjusted departments and state bodies. In particular, the document contained recommendations on a more intensive attraction of transport associations and unions to the process of new normative-legislative base development, activating competitive sectors separation from the monopoly, work on making the transport business more transparent, further development of partnership etc. Also it was decided to hold this conference annually.
Forum Moves to Capital
In a year the Second conference was held in Moscow. In 2004 over five hundred participants took part in the forum – twice more than it was the year before. They were delegates from about twenty countries. That conference lasted two days. Over one hundred delegates spoke at the plenary sessions and six roundtables. Minister of Transport of the RF Igor Levitin, President of ОАО RZD Gennady Fadeev, Senator Valentin Zavadnikov, the State Duma Deputy Peter Rubezhansky, Deputy Minister of Economic Development and Trade Andrey Sharonov, Deputy Head of the Federal Antimonopoly Service Anatoly Golomolzin and many others were among them.
Within the framework of the conference six roundtables were organized: «Improvement of cargo owners servicing at Russian Railways»; «Tariff policy in railway transport sector»; «Competition development in railway transport sector», «Private investment into rolling stock and infrastructure»; «Information technologies in railway transport sector», «Foreign trade cargo: transportation process participants’ cooperation».
The major focus of the forum was the evaluation by transport market participants of OAOP RZD yearly results and proposals on improvement of its interrelations with customers, as well as discussions of the results achieved during the second stage of the railway reform unfolding. In their reports participants of the conference underlined the need in improvement of transport services. Much attention was also paid to the necessity of railway transport legislative base improvement, system of state tariff regulation, mechanisms of non-discriminatory access of private rolling stock operators to infrastructure and further competition development. Deputy Minister of Economic Development and Trade Andrey Sharonov noted that In respect of the railway sector the state plays two roles: share holder and regulator. At the same time, despite being interested in getting profit from OAO RZD functioning as a share holder, the regulator part is much more important.
The problem of improper tariff regulation was a repeated motive of the conference: the situation when private companies can set market prices on giving rolling stock for transportation and OAO RZD has to operate state tariffs dictated by Tariff Regulation № 10-01 was widely discussed. «Today the state and its regulating bodies have to solve the major task of removing such limitations or creating balanced conditions that would provide no initial competitive advantage to anybody», Boris Lapidus, Vice-President of OAO RZD emphasized.
Private business representatives focused on the necessity to adapt Cargo Transportation Regulations to modern conditions. «Regulations on cargo transportation planning have been developed but they still do not correspond to the modern conditions. Present day limits in terms of giving order on transportation, demands to schedule each rail car is simply the easiest way to earn money from nothing. If this situation continues, private carriers will have to fill in orders where each hour must be planned», Edward Poddavashkin, President of Association of Rolling Stock Owners noted.
One of the innovations of the forum was annual prize «Partner of ОАО «Russian Railways» established by OAO RZD. First prizes were awarded by Gennady Fadeev at the evening reception and plenary session. Such railway companies as VR Cargo Ltd. (Finland), Deutche Bahn (Germany) and Belarus railway got their prizes as best international partners.
It is very important that the conference focused on crucial problems of the transport sector and an even more important fact is that new powerful arena for discussions was tested. A three-lateral dialogue between the state, OAO RZD and its customers successfully developed. Thus, they represented three components of the formula worked out by Gennady Fadeev, i.e. those in whose interest the restructuring reform was launched.
Market Demands Quality
Over 720 participants took part in the third conference held in Moscow in November 2005. There participated the newly appointed President of ОАО RZD Vladimir Yakunin, Deputy Transport Minister Sergey Aristov, Head of the Federal Railway Transport Agency Mikhail Akulov, Deputy Head of the Federal Tariff Service Vitaly Evdokimenko, First Vice-President of ОАО RZD Vadim Morozov, President of Association of Forwarders of Russia Valery Aliseichik, President of the National Association of Transporters Georgy Davydov and others.
Discussions covered a large number of problems considered at two plenary sessions and ten roundtables. The major tendency of the forum was discussion of transport services quality. This problem arose continuously whether participants discussed tariff policy, competition development, normative base development or other issues. If earlier this sort of discussions was initiated by cargo owning companies, now ОАО RZD itself actively put this problem on the agenda. Private operator and forwarding companies not only shared their experience, but also studied their colleagues’ experience, listening carefully to proposals and remarks of their present-moment or potential clients.
This once again proved the fact that transport services market in Russia is developing dynamically. It is quite significant that, a few weeks after the forum, ОАО RZD put on the agenda of the Board session the issue of company’s services in conditions of growing competition with private transportation companies. Many of the remarks made at the conference became a signal for rail men. Also the Board discussed issues that could hardly be discussed before (for example, opportunity of clients’ short-term crediting). «Our target is to simplify the way of bringing railway transportation quality services to the customer», Vladimir Yakunin stated.
Heated discussions were also dedicated to further competition development within the transportation area, in particular, the prospects of infrastructure and separating the transportation businesses of OAO RZD. Evgeny Mikhailov, Deputy Head of the Department of infrastructure reforms of the Ministry of Economic Development and Trade, noted: «Together with the development of operator activities, one of the most important issues for the reform is the launch of independent railway carriers and formation of efficient competition between them. Unfortunately, this problem is not a very popular one and gets poor attention».
As a response to this, Vladimir Yakunin announced the intention of OAO RZD to launch a Cargo Company, OAO RZD subsidiary, which would receive the whole park of rail cars of the company. In general, at the conference one could smell the air of forthcoming activation of restructuring processes, whose unfolding in 2005 was lagging behind the Programme documents.
Discussions do not contradict understanding
«The number of participants has increased fourfold in four years. This is an impressive result! This shows an objective interest to the forum from the transport business community», with such opening remark President of ОАО RZD Vladimir Yakunin started the fourth international conference on November 1, 2006. He also pointed out the fact that this conference is special since it is held in the year when the third stage of the restructuring reform began.
The conference was sponsored by the biggest companies working on the transport services market. General Partners of the conference: ZAO Severstaltrans, ОАО Vneshtorgbank.The General Bank: ОАО TransCreditBank. General Insurer: ОАО ZHASO. General Sponsors: ОАО Novaya Perevozochnaya Kompaniya, ZAO Transmasholding, ОАО TransContainer. IT-Partner: ZAO Company TransTeleCom. International Partners: ООО Mechel-Trans, Ernst&Young. Insurer: ОАО SOGAZ. Sponsors: ООО BaltTransService, ООО Transoil, ООО Leasing company Inpromleasing, ОАО Refservice, ZAO Yukos-TransService, ООО Independent Transport Company. General Information Sponsors: RIA Novosti, newspaper Gudok.
The range of issues put on the agenda was quite wide. Besides general plenary session, 11 roundtables were held. For the first time there were held sessions on high-speed transportation and outsourcing development in the railway transport sector.
Quite a significant innovation of the conference was holding a consultative meeting of heads of transport associations and unions of Russia dedicated to such problem as «Self-regulated organizations in transport sector: market demands and prospects». President of Forwarders Association Valery Aliseichik, Vice-President of Transporters Union of Russia Evgeny Kazantsev, President of the National Association of Transporters Georgy Davydov, President of the Union of Cargo Owners and Industrial Transport Enterprises Alexey Horuzhy, President of Association of Ports and River Transport Ship-Owners Alexander Zaitsev, Executive Director of Association of Carriers and Rolling Stock Operators Mikhail Eremin and many others participated in the meeting.
The meeting participants discussed how ready the Russian transport unions and association are for the development and use of methods of self-regulated market in conditions of the draft law «On self-regulated organizations» being approved by the State Duma. They shared their thoughts and practical experience in this area, and discussed general issues. In particular, it was decided that professional unions and associations should take an active part or perform as responsible public bodies in such areas as licensing, certification, technical regulation, staff training, court of arbitration and some others.
However, in the opinion of the participants, a multi-staged preparation of all processes is needed. They should include precise legal differentiation of functions between state-run and self-regulated organizations to control markets, experience acquiring and, most importantly, public understanding what market self-regulation is, what peculiarities of this process are typical of Russia, what steps associations and unions in this area can take.
Participants agreed that this stage needs public discussions first of all, thus, state bodies representatives and business men should be attracted.
IV Conference approved a resolution which contained conclusions summing up the crucial issues of the transport market, recommendations to executive bodies and business community. Alexander Misharin, Deputy Transport Minister, expressed a common opinion when in the final press-conference he stated: «We believe this forum has been successfully developing year after year and performs as a crucially important platform for all participants of the transport market. Undoubtedly, it gives everyone a chance to express opinions on any discussion problem and, most importantly, not only speak, but also to be heard».
V Conference is to be held in November 2007 in Moscow.
ANDREY GURYEV
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However, it is possible to prevent such situations and reduce the losses by using the technology of rails aluminothermic welding. It is a high-tech, mobile and profitable method for tracks reconstruction and repair.
The main point of aluminothermy, opened by Russian chemist N.Beketov in 1865, is a reaction of restoration for oxides of metals by aluminium at special fusion. The world tendency is the development of high-speed railways. This problem entails new requirements to the permanent way – elimination of rail joints all over the way, including turnouts. Aluminothermic welding has turned out to be the most effective, reliable and universal method for rail splicing.
The process of one rail junction aluminothermic welding lasts just 28-30 seconds. The whole process together with preparation and the final processing of the joint weld takes 45 minutes. Welding can be provided by a brigade of two or three men at the air temperature above -50°C. An autonomous energy resource is used for welding. The total weight of the equipment in use is 400 kg.
The SNAGA aluminothermic welding technology takes into account the real conditions of rail operations: their profile, category, climatic effect, economic factors with regard to time limit in the welding process (a short «gap» in train operations), and the rail chemical composition. The technology, materials and equipment developed and supplied by SNAGA for the aluminothermic welding, allows to perform a high-quality welding of rails of any types and categories including S 49 and UIC 60.
Since 1996, over 40 thousand rail joints has been welded in different climatic zones on the railway networks of OAO RZD and Kazakhstan.
Quality of joints made by the aluminothermic welding with use of the SNAGA materials and equipment has been proved both in the course of joint testing for static strength, hardness, cycling, mechanical properties, metal structure and natural testing for wear resistance. Usage of the joints welded by the SNAGA method showed that the service guarantee by quantity of the processed tonnage for joints was 120 gross million tons and reaches 650 gross million tons. (At axial loadings - 27 tons). Results on quality of joints are stable; they meet the requirements of working specifications.
Nowadays, ZAO SNAGA offers a complex service to you:
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However, it is possible to prevent such situations and reduce the losses by using the technology of rails aluminothermic welding. It is a high-tech, mobile and profitable method for tracks reconstruction and repair.
The main point of aluminothermy, opened by Russian chemist N.Beketov in 1865, is a reaction of restoration for oxides of metals by aluminium at special fusion. The world tendency is the development of high-speed railways. This problem entails new requirements to the permanent way – elimination of rail joints all over the way, including turnouts. Aluminothermic welding has turned out to be the most effective, reliable and universal method for rail splicing.
The process of one rail junction aluminothermic welding lasts just 28-30 seconds. The whole process together with preparation and the final processing of the joint weld takes 45 minutes. Welding can be provided by a brigade of two or three men at the air temperature above -50°C. An autonomous energy resource is used for welding. The total weight of the equipment in use is 400 kg.
The SNAGA aluminothermic welding technology takes into account the real conditions of rail operations: their profile, category, climatic effect, economic factors with regard to time limit in the welding process (a short «gap» in train operations), and the rail chemical composition. The technology, materials and equipment developed and supplied by SNAGA for the aluminothermic welding, allows to perform a high-quality welding of rails of any types and categories including S 49 and UIC 60.
Since 1996, over 40 thousand rail joints has been welded in different climatic zones on the railway networks of OAO RZD and Kazakhstan.
Quality of joints made by the aluminothermic welding with use of the SNAGA materials and equipment has been proved both in the course of joint testing for static strength, hardness, cycling, mechanical properties, metal structure and natural testing for wear resistance. Usage of the joints welded by the SNAGA method showed that the service guarantee by quantity of the processed tonnage for joints was 120 gross million tons and reaches 650 gross million tons. (At axial loadings - 27 tons). Results on quality of joints are stable; they meet the requirements of working specifications.
Nowadays, ZAO SNAGA offers a complex service to you:
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Speed Grows to West
High-speed transportation for the national railway received a new impulse for development development after OAO RZD issued its «Programme of high-speed transportation development for the Russian railways by 2020» approved on June 7, 2006. In particular, according to the programme, the Russian Federation operates 18 directions of passenger transportation where it is worthwhile to launch high-speed running. They are such big transport junctions as Saint-Petersburg, Moscow, Krasnodar, Samara and Novosibirsk. In 2004 passenger transportation by all modes of transport within these areas made from 1 to 7.7 mln passengers per year. By 2010 passenger flows are expected to grow by 10-13 %. According to the Programme the basis for the development will become organization of high-speed transportation by motorwagon (distributed traction) rolling stock with passenger seats for a 6-7 hours journey.
By 2010 two high-speed lines will be operated on the territory of Russia: Helsinki – Saint-Petersburg and Saint-Petersburg – Moscow. To launch the first line, ОАО RZD together with VR Group Ltd are establishing the joint-venture Oy Karelian Trains Ltd which will be registered in Helsinki. By the end of the year, RZD and VR plan to decide on the rolling stock supplier for this line on the basis of an international tender. Four trains consisting of seven passenger coaches each worth EUR 100 mln are to run this line.
According to experts, most likely «Pendolino» trains produced by Alstom will be purchased, as Finnish rail men are experienced in maintenance of this model. One of «Pendolinо» trains belonging to VR was tested on Saint-Petersburg line in summer 2006. The maximum speed of the train will amount to 220 km/h on the Finnish territory and 160 km/h on the Russian territory. High-speed transportation between Saint-Petersburg and Helsinki is to be launched in Q4 of 2009. The journey will take 3.5 hours. To launch high-speed transportation between Saint-Petersburg and Moscow two problems must be solved, i.e. infrastructure preparation and new rolling stock construction.
In the words of Valentin Gapanovich, OAO RZD Vice-President, by the end of the first stage of the programme, OAO RZD decided to purchase from Siemens Concern 8 Velaro Rus trains with construction speed of 250 km/h. The reason for this decision is that Russia is consistently lagging behind the world level of high-speed rolling stock, as well as the necessity to change worn electric trains ЭР-200 and locomotives ЧС-200.
Marketing research shows that, by 2010, the passenger flow on this direction will reach 9 million passengers, with the further annual increase of 3.5-4%. With the further growth of passenger flow and living standards, the project of a specialized railway line Moscow-Saint-Petersburg for speed of 300 km/h and more can be considered.
Speaking at the roundtable dedicated to high-speed transportation within the IV International Conference «OAO RZD on the transport services market: cooperation and partnership» held in Moscow in 2006, Valentin Gapanovich claimed OAO RZD will also implement the project of high-speed transportation Moscow-Minsk-Brest-Berlin with the speed of 160 km/h and with the use of collapsible wheelpairs. This project launch at the first stage will allow to reach Berlin from Moscow in 16 hours. In future, under conditions of passenger growth on European destinations, the company is ready to launch a high-speed line.
In 2007 the programme of launching high-speed transportation on Moscow-Adler route will start. In summer 2007 locomotive hauled trains will be able to transport passengers at the distance of 1600 kilometers in 23 hours, instead of 29, as it was before. After the implementation of the second stage of reconstruction in 2008 – 2010, this time will reduce to 18 hours only. Also, OAO RZD Vice-President underlined that, if the International Olympic Committee takes a decision to hold winter Olympic Games of 2014 in Sochi, the company is ready to consider the construction of a high-speed line Moscow-Sochi very fast.
Siemens with Russian Accent
ОАО RZD has formulated technical requirements for high-speed trains. According to Valentin Gapanovich, as a basic variant of high-speed train of direct current with distributed traction and with 1Т rail cars made from aluminum alloys was approved that can be easily altered into double-system and inter-regional versions.
ОАО RZD has made a decision to use trains with distributed pulling power, high passenger load, more even mass distribution along the train length, and a decreased unit weight for a passenger seat. According to the data provided by the department of technical policy, aggregate expenditures on life cycle of electric train with distributed traction are by 9 % less than those on train with locomotive traction.
In March 2006 ОАО RZD co-ordinated technical requirement for the high-speed train with speed of 250 km/h. The train will have ten coaches with passenger capacity of 604 people (104 business-class places and 500 places of tourist-class). Two versions of the train will be manufactured: direct current and double feed. The train was designed so that it can be reconstructed into the train with transportation speed of 300 km/h.
Technical requirements adjusted by OAO RZD with Siemens envisage the construction of a train capable to run intensively for 16-18 hours per day and over 1700 kilometers.
OAO RZD plans to buy 8 high-speed trains, 10 coaches each. Three trains will be double-system (direct and alternate current). These trains will be manufactured in Germany. The contract cost with the following servicing is estimated at EUR 500 mln. The first train is to be put into operation at the end of 2009. Valentin Gapanovich believes this train model easily compares to the best railway models in the world.
In the opinion of Ilya Timofeev, Head of Transport Machinery department of Siemens AG headquarters in Russia, besides the Velaro Rus model, the company is also ready to offer Russia such trains as Venturio (double-deck) with multisystem propulsion engine and Venturio Classic with the highest speed of 225 km/h.
Where and When to Build?
In future rolling stock is to be constructed at Russian Works of ZAO Transmasholding. According to Chairman of the Board Transmasholding Dmitry Komissarov, in 2010 his company plans to catch up with such giants as the German company Siemens, Canadian Bombardier and French Alstom as far as manufacture volumes and technological level go. Today the Holding takes the second place after Siemens in respect of manufactured production.
In 2005 Transmasholding, together with Siemens concern, launched the joint-venture Transconverter. It specializes in development and manufacture of high-voltage static converters for passenger coaches, electric trains and electric locomotives. In near future the joint-venture plans to develop and start commercial production of the traction asynchronous driver unit which is highly-demanded equipment of new railway generation.
In Ilya Timofeev’s opinion, cooperation between two companies should result in bringing high-speed trains manufacture to Russia. Siemens production localization can start with equipment assembly, setting fire-control system and safety equipment installation. At the second stage of localization, Russian manufacturers will produce bogies, electric equipment, and breaking systems. At the third stage 80% of manufacture will be located in Russia. By this time Russian enterprises must be ready to produce car bodies and traction engines for high-speed trains.
Besides the joint-venture established by Transmasholding with Siemens AG, the company has launched another one with Bombardier and is negotiating with Alstom. To develop and construct the high-speed line Saint-Petersburg – Moscow, ОАО RZD and Transmasholding launched High-speed Transportation. In October 2006, the agreement on the launch of a joint-venture was signed between Transmasholding and the Italian company Finmeccanica. In cooperation with Finmeccanica many modern technologies applied for foreign railways will be adapted to the Russian conditions. They have to do with development and manufacturing of new rolling stock and its components by the new joint-venture.
According to Valentin Gapanovivh, ОАО RZD also concluded an agreement on cooperation with Korean railways. Korean railways provided OAO RZD with a concept bogie which will start testing in 2007 for the speed of 420 km/h.
Normative base
ОАО RZD has already started preparation for the launch of high-speed transportation line Moscow – Saint-Petersburg. This project will be developed under the state support and on the state-and-private partnership basis.
Now OAO RZD develops technical requirements for high-speed transportation up to 350 km/h. According to the data given by Valentin Gapanovich, today the whole normative-technical base for the railway transport must be re-considered. This is 8500 of normative-technical documents, about 330 national standards and 2500 standards of ОАО RZD.
«The normative base of technical regulations which is being developed by the company is oriented to European regulations, i.e. to TCI standards which we are adapting to the Russian conditions», OAO RZD Vice-President noted.
In the opinion of Siemens experts, the launch of high-speed transportation for the lines Moscow – Saint-Petersburg – Helsinki and Moscow – Minsk – Berlin will assist the Russian economy in skipping several stages of development and make use of technologies corresponding to the latest scientific achievements, for example, ETCS train control system, or GSM-R system communication. Also, OAO RZD can escape the mistakes made by European operators and constructors of high-speed lines and lay foundation for bringing European and Russian transportation systems closer.
ALEXEY LEBEDEV
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Speed Grows to West
High-speed transportation for the national railway received a new impulse for development development after OAO RZD issued its «Programme of high-speed transportation development for the Russian railways by 2020» approved on June 7, 2006. In particular, according to the programme, the Russian Federation operates 18 directions of passenger transportation where it is worthwhile to launch high-speed running. They are such big transport junctions as Saint-Petersburg, Moscow, Krasnodar, Samara and Novosibirsk. In 2004 passenger transportation by all modes of transport within these areas made from 1 to 7.7 mln passengers per year. By 2010 passenger flows are expected to grow by 10-13 %. According to the Programme the basis for the development will become organization of high-speed transportation by motorwagon (distributed traction) rolling stock with passenger seats for a 6-7 hours journey.
By 2010 two high-speed lines will be operated on the territory of Russia: Helsinki – Saint-Petersburg and Saint-Petersburg – Moscow. To launch the first line, ОАО RZD together with VR Group Ltd are establishing the joint-venture Oy Karelian Trains Ltd which will be registered in Helsinki. By the end of the year, RZD and VR plan to decide on the rolling stock supplier for this line on the basis of an international tender. Four trains consisting of seven passenger coaches each worth EUR 100 mln are to run this line.
According to experts, most likely «Pendolino» trains produced by Alstom will be purchased, as Finnish rail men are experienced in maintenance of this model. One of «Pendolinо» trains belonging to VR was tested on Saint-Petersburg line in summer 2006. The maximum speed of the train will amount to 220 km/h on the Finnish territory and 160 km/h on the Russian territory. High-speed transportation between Saint-Petersburg and Helsinki is to be launched in Q4 of 2009. The journey will take 3.5 hours. To launch high-speed transportation between Saint-Petersburg and Moscow two problems must be solved, i.e. infrastructure preparation and new rolling stock construction.
In the words of Valentin Gapanovich, OAO RZD Vice-President, by the end of the first stage of the programme, OAO RZD decided to purchase from Siemens Concern 8 Velaro Rus trains with construction speed of 250 km/h. The reason for this decision is that Russia is consistently lagging behind the world level of high-speed rolling stock, as well as the necessity to change worn electric trains ЭР-200 and locomotives ЧС-200.
Marketing research shows that, by 2010, the passenger flow on this direction will reach 9 million passengers, with the further annual increase of 3.5-4%. With the further growth of passenger flow and living standards, the project of a specialized railway line Moscow-Saint-Petersburg for speed of 300 km/h and more can be considered.
Speaking at the roundtable dedicated to high-speed transportation within the IV International Conference «OAO RZD on the transport services market: cooperation and partnership» held in Moscow in 2006, Valentin Gapanovich claimed OAO RZD will also implement the project of high-speed transportation Moscow-Minsk-Brest-Berlin with the speed of 160 km/h and with the use of collapsible wheelpairs. This project launch at the first stage will allow to reach Berlin from Moscow in 16 hours. In future, under conditions of passenger growth on European destinations, the company is ready to launch a high-speed line.
In 2007 the programme of launching high-speed transportation on Moscow-Adler route will start. In summer 2007 locomotive hauled trains will be able to transport passengers at the distance of 1600 kilometers in 23 hours, instead of 29, as it was before. After the implementation of the second stage of reconstruction in 2008 – 2010, this time will reduce to 18 hours only. Also, OAO RZD Vice-President underlined that, if the International Olympic Committee takes a decision to hold winter Olympic Games of 2014 in Sochi, the company is ready to consider the construction of a high-speed line Moscow-Sochi very fast.
Siemens with Russian Accent
ОАО RZD has formulated technical requirements for high-speed trains. According to Valentin Gapanovich, as a basic variant of high-speed train of direct current with distributed traction and with 1Т rail cars made from aluminum alloys was approved that can be easily altered into double-system and inter-regional versions.
ОАО RZD has made a decision to use trains with distributed pulling power, high passenger load, more even mass distribution along the train length, and a decreased unit weight for a passenger seat. According to the data provided by the department of technical policy, aggregate expenditures on life cycle of electric train with distributed traction are by 9 % less than those on train with locomotive traction.
In March 2006 ОАО RZD co-ordinated technical requirement for the high-speed train with speed of 250 km/h. The train will have ten coaches with passenger capacity of 604 people (104 business-class places and 500 places of tourist-class). Two versions of the train will be manufactured: direct current and double feed. The train was designed so that it can be reconstructed into the train with transportation speed of 300 km/h.
Technical requirements adjusted by OAO RZD with Siemens envisage the construction of a train capable to run intensively for 16-18 hours per day and over 1700 kilometers.
OAO RZD plans to buy 8 high-speed trains, 10 coaches each. Three trains will be double-system (direct and alternate current). These trains will be manufactured in Germany. The contract cost with the following servicing is estimated at EUR 500 mln. The first train is to be put into operation at the end of 2009. Valentin Gapanovich believes this train model easily compares to the best railway models in the world.
In the opinion of Ilya Timofeev, Head of Transport Machinery department of Siemens AG headquarters in Russia, besides the Velaro Rus model, the company is also ready to offer Russia such trains as Venturio (double-deck) with multisystem propulsion engine and Venturio Classic with the highest speed of 225 km/h.
Where and When to Build?
In future rolling stock is to be constructed at Russian Works of ZAO Transmasholding. According to Chairman of the Board Transmasholding Dmitry Komissarov, in 2010 his company plans to catch up with such giants as the German company Siemens, Canadian Bombardier and French Alstom as far as manufacture volumes and technological level go. Today the Holding takes the second place after Siemens in respect of manufactured production.
In 2005 Transmasholding, together with Siemens concern, launched the joint-venture Transconverter. It specializes in development and manufacture of high-voltage static converters for passenger coaches, electric trains and electric locomotives. In near future the joint-venture plans to develop and start commercial production of the traction asynchronous driver unit which is highly-demanded equipment of new railway generation.
In Ilya Timofeev’s opinion, cooperation between two companies should result in bringing high-speed trains manufacture to Russia. Siemens production localization can start with equipment assembly, setting fire-control system and safety equipment installation. At the second stage of localization, Russian manufacturers will produce bogies, electric equipment, and breaking systems. At the third stage 80% of manufacture will be located in Russia. By this time Russian enterprises must be ready to produce car bodies and traction engines for high-speed trains.
Besides the joint-venture established by Transmasholding with Siemens AG, the company has launched another one with Bombardier and is negotiating with Alstom. To develop and construct the high-speed line Saint-Petersburg – Moscow, ОАО RZD and Transmasholding launched High-speed Transportation. In October 2006, the agreement on the launch of a joint-venture was signed between Transmasholding and the Italian company Finmeccanica. In cooperation with Finmeccanica many modern technologies applied for foreign railways will be adapted to the Russian conditions. They have to do with development and manufacturing of new rolling stock and its components by the new joint-venture.
According to Valentin Gapanovivh, ОАО RZD also concluded an agreement on cooperation with Korean railways. Korean railways provided OAO RZD with a concept bogie which will start testing in 2007 for the speed of 420 km/h.
Normative base
ОАО RZD has already started preparation for the launch of high-speed transportation line Moscow – Saint-Petersburg. This project will be developed under the state support and on the state-and-private partnership basis.
Now OAO RZD develops technical requirements for high-speed transportation up to 350 km/h. According to the data given by Valentin Gapanovich, today the whole normative-technical base for the railway transport must be re-considered. This is 8500 of normative-technical documents, about 330 national standards and 2500 standards of ОАО RZD.
«The normative base of technical regulations which is being developed by the company is oriented to European regulations, i.e. to TCI standards which we are adapting to the Russian conditions», OAO RZD Vice-President noted.
In the opinion of Siemens experts, the launch of high-speed transportation for the lines Moscow – Saint-Petersburg – Helsinki and Moscow – Minsk – Berlin will assist the Russian economy in skipping several stages of development and make use of technologies corresponding to the latest scientific achievements, for example, ETCS train control system, or GSM-R system communication. Also, OAO RZD can escape the mistakes made by European operators and constructors of high-speed lines and lay foundation for bringing European and Russian transportation systems closer.
ALEXEY LEBEDEV
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Speed Grows to West
High-speed transportation for the national railway received a new impulse for development development after OAO RZD issued its «Programme of high-speed transportation development for the Russian railways by 2020» approved on June 7, 2006. In particular, according to the programme, the Russian Federation operates 18 directions of passenger transportation where it is worthwhile to launch high-speed running. They are such big transport junctions as Saint-Petersburg, Moscow, Krasnodar, Samara and Novosibirsk. In 2004 passenger transportation by all modes of transport within these areas made from 1 to 7.7 mln passengers per year. By 2010 passenger flows are expected to grow by 10-13 %. According to the Programme the basis for the development will become organization of high-speed transportation by motorwagon (distributed traction) rolling stock with passenger seats for a 6-7 hours journey.
By 2010 two high-speed lines will be operated on the territory of Russia: Helsinki – Saint-Petersburg and Saint-Petersburg – Moscow. To launch the first line, ОАО RZD together with VR Group Ltd are establishing the joint-venture Oy Karelian Trains Ltd which will be registered in Helsinki. By the end of the year, RZD and VR plan to decide on the rolling stock supplier for this line on the basis of an international tender. Four trains consisting of seven passenger coaches each worth EUR 100 mln are to run this line.
According to experts, most likely «Pendolino» trains produced by Alstom will be purchased, as Finnish rail men are experienced in maintenance of this model. One of «Pendolinо» trains belonging to VR was tested on Saint-Petersburg line in summer 2006. The maximum speed of the train will amount to 220 km/h on the Finnish territory and 160 km/h on the Russian territory. High-speed transportation between Saint-Petersburg and Helsinki is to be launched in Q4 of 2009. The journey will take 3.5 hours. To launch high-speed transportation between Saint-Petersburg and Moscow two problems must be solved, i.e. infrastructure preparation and new rolling stock construction.
In the words of Valentin Gapanovich, OAO RZD Vice-President, by the end of the first stage of the programme, OAO RZD decided to purchase from Siemens Concern 8 Velaro Rus trains with construction speed of 250 km/h. The reason for this decision is that Russia is consistently lagging behind the world level of high-speed rolling stock, as well as the necessity to change worn electric trains ЭР-200 and locomotives ЧС-200.
Marketing research shows that, by 2010, the passenger flow on this direction will reach 9 million passengers, with the further annual increase of 3.5-4%. With the further growth of passenger flow and living standards, the project of a specialized railway line Moscow-Saint-Petersburg for speed of 300 km/h and more can be considered.
Speaking at the roundtable dedicated to high-speed transportation within the IV International Conference «OAO RZD on the transport services market: cooperation and partnership» held in Moscow in 2006, Valentin Gapanovich claimed OAO RZD will also implement the project of high-speed transportation Moscow-Minsk-Brest-Berlin with the speed of 160 km/h and with the use of collapsible wheelpairs. This project launch at the first stage will allow to reach Berlin from Moscow in 16 hours. In future, under conditions of passenger growth on European destinations, the company is ready to launch a high-speed line.
In 2007 the programme of launching high-speed transportation on Moscow-Adler route will start. In summer 2007 locomotive hauled trains will be able to transport passengers at the distance of 1600 kilometers in 23 hours, instead of 29, as it was before. After the implementation of the second stage of reconstruction in 2008 – 2010, this time will reduce to 18 hours only. Also, OAO RZD Vice-President underlined that, if the International Olympic Committee takes a decision to hold winter Olympic Games of 2014 in Sochi, the company is ready to consider the construction of a high-speed line Moscow-Sochi very fast.
Siemens with Russian Accent
ОАО RZD has formulated technical requirements for high-speed trains. According to Valentin Gapanovich, as a basic variant of high-speed train of direct current with distributed traction and with 1Т rail cars made from aluminum alloys was approved that can be easily altered into double-system and inter-regional versions.
ОАО RZD has made a decision to use trains with distributed pulling power, high passenger load, more even mass distribution along the train length, and a decreased unit weight for a passenger seat. According to the data provided by the department of technical policy, aggregate expenditures on life cycle of electric train with distributed traction are by 9 % less than those on train with locomotive traction.
In March 2006 ОАО RZD co-ordinated technical requirement for the high-speed train with speed of 250 km/h. The train will have ten coaches with passenger capacity of 604 people (104 business-class places and 500 places of tourist-class). Two versions of the train will be manufactured: direct current and double feed. The train was designed so that it can be reconstructed into the train with transportation speed of 300 km/h.
Technical requirements adjusted by OAO RZD with Siemens envisage the construction of a train capable to run intensively for 16-18 hours per day and over 1700 kilometers.
OAO RZD plans to buy 8 high-speed trains, 10 coaches each. Three trains will be double-system (direct and alternate current). These trains will be manufactured in Germany. The contract cost with the following servicing is estimated at EUR 500 mln. The first train is to be put into operation at the end of 2009. Valentin Gapanovich believes this train model easily compares to the best railway models in the world.
In the opinion of Ilya Timofeev, Head of Transport Machinery department of Siemens AG headquarters in Russia, besides the Velaro Rus model, the company is also ready to offer Russia such trains as Venturio (double-deck) with multisystem propulsion engine and Venturio Classic with the highest speed of 225 km/h.
Where and When to Build?
In future rolling stock is to be constructed at Russian Works of ZAO Transmasholding. According to Chairman of the Board Transmasholding Dmitry Komissarov, in 2010 his company plans to catch up with such giants as the German company Siemens, Canadian Bombardier and French Alstom as far as manufacture volumes and technological level go. Today the Holding takes the second place after Siemens in respect of manufactured production.
In 2005 Transmasholding, together with Siemens concern, launched the joint-venture Transconverter. It specializes in development and manufacture of high-voltage static converters for passenger coaches, electric trains and electric locomotives. In near future the joint-venture plans to develop and start commercial production of the traction asynchronous driver unit which is highly-demanded equipment of new railway generation.
In Ilya Timofeev’s opinion, cooperation between two companies should result in bringing high-speed trains manufacture to Russia. Siemens production localization can start with equipment assembly, setting fire-control system and safety equipment installation. At the second stage of localization, Russian manufacturers will produce bogies, electric equipment, and breaking systems. At the third stage 80% of manufacture will be located in Russia. By this time Russian enterprises must be ready to produce car bodies and traction engines for high-speed trains.
Besides the joint-venture established by Transmasholding with Siemens AG, the company has launched another one with Bombardier and is negotiating with Alstom. To develop and construct the high-speed line Saint-Petersburg – Moscow, ОАО RZD and Transmasholding launched High-speed Transportation. In October 2006, the agreement on the launch of a joint-venture was signed between Transmasholding and the Italian company Finmeccanica. In cooperation with Finmeccanica many modern technologies applied for foreign railways will be adapted to the Russian conditions. They have to do with development and manufacturing of new rolling stock and its components by the new joint-venture.
According to Valentin Gapanovivh, ОАО RZD also concluded an agreement on cooperation with Korean railways. Korean railways provided OAO RZD with a concept bogie which will start testing in 2007 for the speed of 420 km/h.
Normative base
ОАО RZD has already started preparation for the launch of high-speed transportation line Moscow – Saint-Petersburg. This project will be developed under the state support and on the state-and-private partnership basis.
Now OAO RZD develops technical requirements for high-speed transportation up to 350 km/h. According to the data given by Valentin Gapanovich, today the whole normative-technical base for the railway transport must be re-considered. This is 8500 of normative-technical documents, about 330 national standards and 2500 standards of ОАО RZD.
«The normative base of technical regulations which is being developed by the company is oriented to European regulations, i.e. to TCI standards which we are adapting to the Russian conditions», OAO RZD Vice-President noted.
In the opinion of Siemens experts, the launch of high-speed transportation for the lines Moscow – Saint-Petersburg – Helsinki and Moscow – Minsk – Berlin will assist the Russian economy in skipping several stages of development and make use of technologies corresponding to the latest scientific achievements, for example, ETCS train control system, or GSM-R system communication. Also, OAO RZD can escape the mistakes made by European operators and constructors of high-speed lines and lay foundation for bringing European and Russian transportation systems closer.
ALEXEY LEBEDEV
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Speed Grows to West
High-speed transportation for the national railway received a new impulse for development development after OAO RZD issued its «Programme of high-speed transportation development for the Russian railways by 2020» approved on June 7, 2006. In particular, according to the programme, the Russian Federation operates 18 directions of passenger transportation where it is worthwhile to launch high-speed running. They are such big transport junctions as Saint-Petersburg, Moscow, Krasnodar, Samara and Novosibirsk. In 2004 passenger transportation by all modes of transport within these areas made from 1 to 7.7 mln passengers per year. By 2010 passenger flows are expected to grow by 10-13 %. According to the Programme the basis for the development will become organization of high-speed transportation by motorwagon (distributed traction) rolling stock with passenger seats for a 6-7 hours journey.
By 2010 two high-speed lines will be operated on the territory of Russia: Helsinki – Saint-Petersburg and Saint-Petersburg – Moscow. To launch the first line, ОАО RZD together with VR Group Ltd are establishing the joint-venture Oy Karelian Trains Ltd which will be registered in Helsinki. By the end of the year, RZD and VR plan to decide on the rolling stock supplier for this line on the basis of an international tender. Four trains consisting of seven passenger coaches each worth EUR 100 mln are to run this line.
According to experts, most likely «Pendolino» trains produced by Alstom will be purchased, as Finnish rail men are experienced in maintenance of this model. One of «Pendolinо» trains belonging to VR was tested on Saint-Petersburg line in summer 2006. The maximum speed of the train will amount to 220 km/h on the Finnish territory and 160 km/h on the Russian territory. High-speed transportation between Saint-Petersburg and Helsinki is to be launched in Q4 of 2009. The journey will take 3.5 hours. To launch high-speed transportation between Saint-Petersburg and Moscow two problems must be solved, i.e. infrastructure preparation and new rolling stock construction.
In the words of Valentin Gapanovich, OAO RZD Vice-President, by the end of the first stage of the programme, OAO RZD decided to purchase from Siemens Concern 8 Velaro Rus trains with construction speed of 250 km/h. The reason for this decision is that Russia is consistently lagging behind the world level of high-speed rolling stock, as well as the necessity to change worn electric trains ЭР-200 and locomotives ЧС-200.
Marketing research shows that, by 2010, the passenger flow on this direction will reach 9 million passengers, with the further annual increase of 3.5-4%. With the further growth of passenger flow and living standards, the project of a specialized railway line Moscow-Saint-Petersburg for speed of 300 km/h and more can be considered.
Speaking at the roundtable dedicated to high-speed transportation within the IV International Conference «OAO RZD on the transport services market: cooperation and partnership» held in Moscow in 2006, Valentin Gapanovich claimed OAO RZD will also implement the project of high-speed transportation Moscow-Minsk-Brest-Berlin with the speed of 160 km/h and with the use of collapsible wheelpairs. This project launch at the first stage will allow to reach Berlin from Moscow in 16 hours. In future, under conditions of passenger growth on European destinations, the company is ready to launch a high-speed line.
In 2007 the programme of launching high-speed transportation on Moscow-Adler route will start. In summer 2007 locomotive hauled trains will be able to transport passengers at the distance of 1600 kilometers in 23 hours, instead of 29, as it was before. After the implementation of the second stage of reconstruction in 2008 – 2010, this time will reduce to 18 hours only. Also, OAO RZD Vice-President underlined that, if the International Olympic Committee takes a decision to hold winter Olympic Games of 2014 in Sochi, the company is ready to consider the construction of a high-speed line Moscow-Sochi very fast.
Siemens with Russian Accent
ОАО RZD has formulated technical requirements for high-speed trains. According to Valentin Gapanovich, as a basic variant of high-speed train of direct current with distributed traction and with 1Т rail cars made from aluminum alloys was approved that can be easily altered into double-system and inter-regional versions.
ОАО RZD has made a decision to use trains with distributed pulling power, high passenger load, more even mass distribution along the train length, and a decreased unit weight for a passenger seat. According to the data provided by the department of technical policy, aggregate expenditures on life cycle of electric train with distributed traction are by 9 % less than those on train with locomotive traction.
In March 2006 ОАО RZD co-ordinated technical requirement for the high-speed train with speed of 250 km/h. The train will have ten coaches with passenger capacity of 604 people (104 business-class places and 500 places of tourist-class). Two versions of the train will be manufactured: direct current and double feed. The train was designed so that it can be reconstructed into the train with transportation speed of 300 km/h.
Technical requirements adjusted by OAO RZD with Siemens envisage the construction of a train capable to run intensively for 16-18 hours per day and over 1700 kilometers.
OAO RZD plans to buy 8 high-speed trains, 10 coaches each. Three trains will be double-system (direct and alternate current). These trains will be manufactured in Germany. The contract cost with the following servicing is estimated at EUR 500 mln. The first train is to be put into operation at the end of 2009. Valentin Gapanovich believes this train model easily compares to the best railway models in the world.
In the opinion of Ilya Timofeev, Head of Transport Machinery department of Siemens AG headquarters in Russia, besides the Velaro Rus model, the company is also ready to offer Russia such trains as Venturio (double-deck) with multisystem propulsion engine and Venturio Classic with the highest speed of 225 km/h.
Where and When to Build?
In future rolling stock is to be constructed at Russian Works of ZAO Transmasholding. According to Chairman of the Board Transmasholding Dmitry Komissarov, in 2010 his company plans to catch up with such giants as the German company Siemens, Canadian Bombardier and French Alstom as far as manufacture volumes and technological level go. Today the Holding takes the second place after Siemens in respect of manufactured production.
In 2005 Transmasholding, together with Siemens concern, launched the joint-venture Transconverter. It specializes in development and manufacture of high-voltage static converters for passenger coaches, electric trains and electric locomotives. In near future the joint-venture plans to develop and start commercial production of the traction asynchronous driver unit which is highly-demanded equipment of new railway generation.
In Ilya Timofeev’s opinion, cooperation between two companies should result in bringing high-speed trains manufacture to Russia. Siemens production localization can start with equipment assembly, setting fire-control system and safety equipment installation. At the second stage of localization, Russian manufacturers will produce bogies, electric equipment, and breaking systems. At the third stage 80% of manufacture will be located in Russia. By this time Russian enterprises must be ready to produce car bodies and traction engines for high-speed trains.
Besides the joint-venture established by Transmasholding with Siemens AG, the company has launched another one with Bombardier and is negotiating with Alstom. To develop and construct the high-speed line Saint-Petersburg – Moscow, ОАО RZD and Transmasholding launched High-speed Transportation. In October 2006, the agreement on the launch of a joint-venture was signed between Transmasholding and the Italian company Finmeccanica. In cooperation with Finmeccanica many modern technologies applied for foreign railways will be adapted to the Russian conditions. They have to do with development and manufacturing of new rolling stock and its components by the new joint-venture.
According to Valentin Gapanovivh, ОАО RZD also concluded an agreement on cooperation with Korean railways. Korean railways provided OAO RZD with a concept bogie which will start testing in 2007 for the speed of 420 km/h.
Normative base
ОАО RZD has already started preparation for the launch of high-speed transportation line Moscow – Saint-Petersburg. This project will be developed under the state support and on the state-and-private partnership basis.
Now OAO RZD develops technical requirements for high-speed transportation up to 350 km/h. According to the data given by Valentin Gapanovich, today the whole normative-technical base for the railway transport must be re-considered. This is 8500 of normative-technical documents, about 330 national standards and 2500 standards of ОАО RZD.
«The normative base of technical regulations which is being developed by the company is oriented to European regulations, i.e. to TCI standards which we are adapting to the Russian conditions», OAO RZD Vice-President noted.
In the opinion of Siemens experts, the launch of high-speed transportation for the lines Moscow – Saint-Petersburg – Helsinki and Moscow – Minsk – Berlin will assist the Russian economy in skipping several stages of development and make use of technologies corresponding to the latest scientific achievements, for example, ETCS train control system, or GSM-R system communication. Also, OAO RZD can escape the mistakes made by European operators and constructors of high-speed lines and lay foundation for bringing European and Russian transportation systems closer.
ALEXEY LEBEDEV
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Italians Finance Russian Fleet
«Pietro Barbaro Group’s investments will amount to over USD 100 million, which will make the company one of the largest foreign invTestors in Russia», claimed Massimo Nikolazzi, Director General of the Russian project, at the press-conference devoted to the company’s launch on the Russian market. «It should be mentioned that the project is very important from the standpoint of cooperation strategy between the two countries – Russia and Italy. The Italian Government watches closely the development of the project and supports our activities», he said.
In the frameworks of carrying out their Russian project, the Italian company envisages the construction of a new fleet consisting of 12 vessels (tankers, pusher tugs and barges) to organize oil and products transportation along the rivers of the Volgo-Don basin and the seas it is connected with.
Investors note that the following targets will be reached. Firstly, it will revive river transportation along the largest Russian waterways, using a modern fleet that consists of double-hulled vessels meeting the highest safety and ecological requirements. (By the way, six vessels have been built in 2006, the rest are to be constructed and put into operation in the next two years). Secondly, the contract for construction is concluded with Russian enterprises. Such Russian shipyards as Kostroma Shipyard, Pela Shipyard, OKA Shipyard and Krasnoye Sormovo have already expressed their interest in cooperation with Pietro Barbaro Group. Finally, Pietro Barbaro Group will commit Russian managers and qualified employees to manage the work of the new fleet. Russian shipping company Prime Shipping was purchased specially for this purpose. The company is situated in Samara. Now 30 employees are working for it; however, in the near future the staff will be increased to 300 people, and the total fleet will amount to 20 vessels.
One of the owners of Pietro Barbaro Group, Gianni Barbaro noted that the company’s vessels will transport Russian oil in the Volgo-Don basin, and when the navigation is over, they will work outside Russia, in the Caspian basin, which will favorably influence the development of economic relations with the states that have an access to the Caspian Sea. In fact, transportation between Kazakhstan and Iran and Turkmenistan is planned here. By now respective agreements have been reached. The key partner of Pietro Barbaro Group in Russia is TNK-BP group of companies; however, negotiations with other companies are being held. According to the results of 2006, the volume of the transportation provided by the company’s technical resources amounted to 300,000 tons. Prime Shipping is expected to carry about one million tons of Russian oil by 2009.
Igor Ganin, Director General of Prime Shipping, shares the optimism of the Italian investors. «The experience and financial opportunities of Pietro Barbaro Group have turned out to be timely and invaluable nowadays. There are some positive changes in the use of Russian waterways for oil transportation. And I am very grateful to the top-management of Pietro Barbaro Group for letting me participate in managing the project from the very beginning», he said.
All Rivers Run to Seas
On the one hand, this initiative seems to be a motivated, mutually profitable cooperation for both sides – Russia and Italy, Russian consignors and Italian carriers intending to enlarge their business by mastering new markets.
Answering the question of «The RZD-Partner International» magazine, a co-owner of Pietro Barbaro Group Alfredo Barbaro said: «We like Russia, we like the people whom we meet and work with, that is why we are sure that our business will be required in this country, so the company will prosper and grow. Profit is not an aim in itself for us. It is a reward for our good work», he stressed.
At the same time, it is difficult to believe that the owners of a large Italian concern, which has been dynamically developing for 200 years, count on their intuition and heart only. Alfredo Barbaro stressed that before the decision was made, a lot of negotiations with many interested governmental bodies had been held. During the negotiations, the company proved its reliability. However, the fact that the European Bank of Reconstruction and Development supports the Pietro Barbaro Group’s project guarantees safety best of all. In particular, EBRD compensates up to 70% of the expenses on the new fleet construction, it has also purchased 18% shareholding in the authorized capital of Prime Shipping. The Italian Company For Support of Italian Businessmen Investment Abroad (SIMEST) will also participate in the Russian project in the future.
So, evaluating the business objectively, the Italians are clearly striving to operate in the Caspian basin rather than load Russian rivers. Firstly, the technical condition of the latter leaves much to be desired. Secondly, oil transportation between Kazakhstan, Turkmenistan and Iran seems to be much more attractive in a long-term prospect. The countries of the former Soviet Union have no developed fleet, but they have oil wanted by the Iranian refineries. Besides, there is no competition for oil transportation between different transport modes. In Russia the situation is different. It is no secret that during navigation period, river transport is a competitor to Russian Railways. And here the top-management of Pietro Barbaro Group adheres to the opinion that the company is able to compete due to the quality and the cost of its services.
TATYANA TOKAREVA
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Italians Finance Russian Fleet
«Pietro Barbaro Group’s investments will amount to over USD 100 million, which will make the company one of the largest foreign invTestors in Russia», claimed Massimo Nikolazzi, Director General of the Russian project, at the press-conference devoted to the company’s launch on the Russian market. «It should be mentioned that the project is very important from the standpoint of cooperation strategy between the two countries – Russia and Italy. The Italian Government watches closely the development of the project and supports our activities», he said.
In the frameworks of carrying out their Russian project, the Italian company envisages the construction of a new fleet consisting of 12 vessels (tankers, pusher tugs and barges) to organize oil and products transportation along the rivers of the Volgo-Don basin and the seas it is connected with.
Investors note that the following targets will be reached. Firstly, it will revive river transportation along the largest Russian waterways, using a modern fleet that consists of double-hulled vessels meeting the highest safety and ecological requirements. (By the way, six vessels have been built in 2006, the rest are to be constructed and put into operation in the next two years). Secondly, the contract for construction is concluded with Russian enterprises. Such Russian shipyards as Kostroma Shipyard, Pela Shipyard, OKA Shipyard and Krasnoye Sormovo have already expressed their interest in cooperation with Pietro Barbaro Group. Finally, Pietro Barbaro Group will commit Russian managers and qualified employees to manage the work of the new fleet. Russian shipping company Prime Shipping was purchased specially for this purpose. The company is situated in Samara. Now 30 employees are working for it; however, in the near future the staff will be increased to 300 people, and the total fleet will amount to 20 vessels.
One of the owners of Pietro Barbaro Group, Gianni Barbaro noted that the company’s vessels will transport Russian oil in the Volgo-Don basin, and when the navigation is over, they will work outside Russia, in the Caspian basin, which will favorably influence the development of economic relations with the states that have an access to the Caspian Sea. In fact, transportation between Kazakhstan and Iran and Turkmenistan is planned here. By now respective agreements have been reached. The key partner of Pietro Barbaro Group in Russia is TNK-BP group of companies; however, negotiations with other companies are being held. According to the results of 2006, the volume of the transportation provided by the company’s technical resources amounted to 300,000 tons. Prime Shipping is expected to carry about one million tons of Russian oil by 2009.
Igor Ganin, Director General of Prime Shipping, shares the optimism of the Italian investors. «The experience and financial opportunities of Pietro Barbaro Group have turned out to be timely and invaluable nowadays. There are some positive changes in the use of Russian waterways for oil transportation. And I am very grateful to the top-management of Pietro Barbaro Group for letting me participate in managing the project from the very beginning», he said.
All Rivers Run to Seas
On the one hand, this initiative seems to be a motivated, mutually profitable cooperation for both sides – Russia and Italy, Russian consignors and Italian carriers intending to enlarge their business by mastering new markets.
Answering the question of «The RZD-Partner International» magazine, a co-owner of Pietro Barbaro Group Alfredo Barbaro said: «We like Russia, we like the people whom we meet and work with, that is why we are sure that our business will be required in this country, so the company will prosper and grow. Profit is not an aim in itself for us. It is a reward for our good work», he stressed.
At the same time, it is difficult to believe that the owners of a large Italian concern, which has been dynamically developing for 200 years, count on their intuition and heart only. Alfredo Barbaro stressed that before the decision was made, a lot of negotiations with many interested governmental bodies had been held. During the negotiations, the company proved its reliability. However, the fact that the European Bank of Reconstruction and Development supports the Pietro Barbaro Group’s project guarantees safety best of all. In particular, EBRD compensates up to 70% of the expenses on the new fleet construction, it has also purchased 18% shareholding in the authorized capital of Prime Shipping. The Italian Company For Support of Italian Businessmen Investment Abroad (SIMEST) will also participate in the Russian project in the future.
So, evaluating the business objectively, the Italians are clearly striving to operate in the Caspian basin rather than load Russian rivers. Firstly, the technical condition of the latter leaves much to be desired. Secondly, oil transportation between Kazakhstan, Turkmenistan and Iran seems to be much more attractive in a long-term prospect. The countries of the former Soviet Union have no developed fleet, but they have oil wanted by the Iranian refineries. Besides, there is no competition for oil transportation between different transport modes. In Russia the situation is different. It is no secret that during navigation period, river transport is a competitor to Russian Railways. And here the top-management of Pietro Barbaro Group adheres to the opinion that the company is able to compete due to the quality and the cost of its services.
TATYANA TOKAREVA
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Italians Finance Russian Fleet
«Pietro Barbaro Group’s investments will amount to over USD 100 million, which will make the company one of the largest foreign invTestors in Russia», claimed Massimo Nikolazzi, Director General of the Russian project, at the press-conference devoted to the company’s launch on the Russian market. «It should be mentioned that the project is very important from the standpoint of cooperation strategy between the two countries – Russia and Italy. The Italian Government watches closely the development of the project and supports our activities», he said.
In the frameworks of carrying out their Russian project, the Italian company envisages the construction of a new fleet consisting of 12 vessels (tankers, pusher tugs and barges) to organize oil and products transportation along the rivers of the Volgo-Don basin and the seas it is connected with.
Investors note that the following targets will be reached. Firstly, it will revive river transportation along the largest Russian waterways, using a modern fleet that consists of double-hulled vessels meeting the highest safety and ecological requirements. (By the way, six vessels have been built in 2006, the rest are to be constructed and put into operation in the next two years). Secondly, the contract for construction is concluded with Russian enterprises. Such Russian shipyards as Kostroma Shipyard, Pela Shipyard, OKA Shipyard and Krasnoye Sormovo have already expressed their interest in cooperation with Pietro Barbaro Group. Finally, Pietro Barbaro Group will commit Russian managers and qualified employees to manage the work of the new fleet. Russian shipping company Prime Shipping was purchased specially for this purpose. The company is situated in Samara. Now 30 employees are working for it; however, in the near future the staff will be increased to 300 people, and the total fleet will amount to 20 vessels.
One of the owners of Pietro Barbaro Group, Gianni Barbaro noted that the company’s vessels will transport Russian oil in the Volgo-Don basin, and when the navigation is over, they will work outside Russia, in the Caspian basin, which will favorably influence the development of economic relations with the states that have an access to the Caspian Sea. In fact, transportation between Kazakhstan and Iran and Turkmenistan is planned here. By now respective agreements have been reached. The key partner of Pietro Barbaro Group in Russia is TNK-BP group of companies; however, negotiations with other companies are being held. According to the results of 2006, the volume of the transportation provided by the company’s technical resources amounted to 300,000 tons. Prime Shipping is expected to carry about one million tons of Russian oil by 2009.
Igor Ganin, Director General of Prime Shipping, shares the optimism of the Italian investors. «The experience and financial opportunities of Pietro Barbaro Group have turned out to be timely and invaluable nowadays. There are some positive changes in the use of Russian waterways for oil transportation. And I am very grateful to the top-management of Pietro Barbaro Group for letting me participate in managing the project from the very beginning», he said.
All Rivers Run to Seas
On the one hand, this initiative seems to be a motivated, mutually profitable cooperation for both sides – Russia and Italy, Russian consignors and Italian carriers intending to enlarge their business by mastering new markets.
Answering the question of «The RZD-Partner International» magazine, a co-owner of Pietro Barbaro Group Alfredo Barbaro said: «We like Russia, we like the people whom we meet and work with, that is why we are sure that our business will be required in this country, so the company will prosper and grow. Profit is not an aim in itself for us. It is a reward for our good work», he stressed.
At the same time, it is difficult to believe that the owners of a large Italian concern, which has been dynamically developing for 200 years, count on their intuition and heart only. Alfredo Barbaro stressed that before the decision was made, a lot of negotiations with many interested governmental bodies had been held. During the negotiations, the company proved its reliability. However, the fact that the European Bank of Reconstruction and Development supports the Pietro Barbaro Group’s project guarantees safety best of all. In particular, EBRD compensates up to 70% of the expenses on the new fleet construction, it has also purchased 18% shareholding in the authorized capital of Prime Shipping. The Italian Company For Support of Italian Businessmen Investment Abroad (SIMEST) will also participate in the Russian project in the future.
So, evaluating the business objectively, the Italians are clearly striving to operate in the Caspian basin rather than load Russian rivers. Firstly, the technical condition of the latter leaves much to be desired. Secondly, oil transportation between Kazakhstan, Turkmenistan and Iran seems to be much more attractive in a long-term prospect. The countries of the former Soviet Union have no developed fleet, but they have oil wanted by the Iranian refineries. Besides, there is no competition for oil transportation between different transport modes. In Russia the situation is different. It is no secret that during navigation period, river transport is a competitor to Russian Railways. And here the top-management of Pietro Barbaro Group adheres to the opinion that the company is able to compete due to the quality and the cost of its services.
TATYANA TOKAREVA
[~DETAIL_TEXT] =>
Italians Finance Russian Fleet
«Pietro Barbaro Group’s investments will amount to over USD 100 million, which will make the company one of the largest foreign invTestors in Russia», claimed Massimo Nikolazzi, Director General of the Russian project, at the press-conference devoted to the company’s launch on the Russian market. «It should be mentioned that the project is very important from the standpoint of cooperation strategy between the two countries – Russia and Italy. The Italian Government watches closely the development of the project and supports our activities», he said.
In the frameworks of carrying out their Russian project, the Italian company envisages the construction of a new fleet consisting of 12 vessels (tankers, pusher tugs and barges) to organize oil and products transportation along the rivers of the Volgo-Don basin and the seas it is connected with.
Investors note that the following targets will be reached. Firstly, it will revive river transportation along the largest Russian waterways, using a modern fleet that consists of double-hulled vessels meeting the highest safety and ecological requirements. (By the way, six vessels have been built in 2006, the rest are to be constructed and put into operation in the next two years). Secondly, the contract for construction is concluded with Russian enterprises. Such Russian shipyards as Kostroma Shipyard, Pela Shipyard, OKA Shipyard and Krasnoye Sormovo have already expressed their interest in cooperation with Pietro Barbaro Group. Finally, Pietro Barbaro Group will commit Russian managers and qualified employees to manage the work of the new fleet. Russian shipping company Prime Shipping was purchased specially for this purpose. The company is situated in Samara. Now 30 employees are working for it; however, in the near future the staff will be increased to 300 people, and the total fleet will amount to 20 vessels.
One of the owners of Pietro Barbaro Group, Gianni Barbaro noted that the company’s vessels will transport Russian oil in the Volgo-Don basin, and when the navigation is over, they will work outside Russia, in the Caspian basin, which will favorably influence the development of economic relations with the states that have an access to the Caspian Sea. In fact, transportation between Kazakhstan and Iran and Turkmenistan is planned here. By now respective agreements have been reached. The key partner of Pietro Barbaro Group in Russia is TNK-BP group of companies; however, negotiations with other companies are being held. According to the results of 2006, the volume of the transportation provided by the company’s technical resources amounted to 300,000 tons. Prime Shipping is expected to carry about one million tons of Russian oil by 2009.
Igor Ganin, Director General of Prime Shipping, shares the optimism of the Italian investors. «The experience and financial opportunities of Pietro Barbaro Group have turned out to be timely and invaluable nowadays. There are some positive changes in the use of Russian waterways for oil transportation. And I am very grateful to the top-management of Pietro Barbaro Group for letting me participate in managing the project from the very beginning», he said.
All Rivers Run to Seas
On the one hand, this initiative seems to be a motivated, mutually profitable cooperation for both sides – Russia and Italy, Russian consignors and Italian carriers intending to enlarge their business by mastering new markets.
Answering the question of «The RZD-Partner International» magazine, a co-owner of Pietro Barbaro Group Alfredo Barbaro said: «We like Russia, we like the people whom we meet and work with, that is why we are sure that our business will be required in this country, so the company will prosper and grow. Profit is not an aim in itself for us. It is a reward for our good work», he stressed.
At the same time, it is difficult to believe that the owners of a large Italian concern, which has been dynamically developing for 200 years, count on their intuition and heart only. Alfredo Barbaro stressed that before the decision was made, a lot of negotiations with many interested governmental bodies had been held. During the negotiations, the company proved its reliability. However, the fact that the European Bank of Reconstruction and Development supports the Pietro Barbaro Group’s project guarantees safety best of all. In particular, EBRD compensates up to 70% of the expenses on the new fleet construction, it has also purchased 18% shareholding in the authorized capital of Prime Shipping. The Italian Company For Support of Italian Businessmen Investment Abroad (SIMEST) will also participate in the Russian project in the future.
So, evaluating the business objectively, the Italians are clearly striving to operate in the Caspian basin rather than load Russian rivers. Firstly, the technical condition of the latter leaves much to be desired. Secondly, oil transportation between Kazakhstan, Turkmenistan and Iran seems to be much more attractive in a long-term prospect. The countries of the former Soviet Union have no developed fleet, but they have oil wanted by the Iranian refineries. Besides, there is no competition for oil transportation between different transport modes. In Russia the situation is different. It is no secret that during navigation period, river transport is a competitor to Russian Railways. And here the top-management of Pietro Barbaro Group adheres to the opinion that the company is able to compete due to the quality and the cost of its services.
TATYANA TOKAREVA
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Great lack of stocking facilities
Logistics has become a popular word in Russia’s transport industry as early as in the 1990s, but no further progress has been made. Companies preferred investments into port facilities, machines, rolling stock, new equipment, buying trucks and training their staff – everything to imagine, but nothing to distribute and stock at a high quality level. That was a remarkable feature even at the beginning of the 2000s when real estate, port and other transport experts complained that lack of warehouse logistics centers was one of the main obstacles for handling facilities and trading assets to develop. Another system disadvantage of the national logistics space was shortage of automatization, as well as a weakly developed complex of logistics services.
To a large extent, it is the same now; however, things seem to be changing. Moreover, one may call it a radical reform of the whole industry in Russia, judging by the speed of the progress.
According to the data of the group of companies Armadillo, demand for stoking is two-three times higher than supply with an increasing disproportion led by retail sector development. For example, in regions only 18% of warehouses are of high quality with just 5% of international level. Not surprisingly many consignors prefer constructing their own facilities. So do logistics operators.
This is the reason why in the last two years numerous projects of constructing warehouse facilities have been announced. «All these ideas were worked out already at the end of the 1990s, even before 1998, but in those days there were no investors ready to give money for their realization, – says the deputy director of the Federal state unitary enterprise Center for complex transport problems of Ministry of Transport Alexander Nesnov. – Now there is demand and there is money». In 2005 in Moscow region 19 warehouses of class «A» were built that contributed 570,000 sq meters to the market.
Ireland’s Quinn Group announced the construction of a 230,000 sq meters logistics Q-Park Kazan in Tatarstan at estimated cost of USD 100 mln The Kaskad group of companies is to build a nation-wide chain of 32 transport-logistics complexes with the first one, 87,500 sq meters, currently under construction in Ulyanovsk. United international network of customs storehouses (UINCS) is building a series of facilities with the common area of 500,000 sq meters in major cities. One of the possible partners for the project is the invest-bank Merril Lynch. UINCS’s USD 500 mln of investment seem rather modest against USD 3 bln, which is reported to be spent by the invest-industrial group Eurasia. The company is to have constructed 14 warehouses covering a few millions of meters by 2010.
Even consignors, who previously preferred constructed facilities for their own needs, today often build them not only for themselves, but also as «common use terminals», making them available for external customers. Finland’s meat producer Atria needs stocking facilities for its plants near St.-Petersburg and is ready to lend areas to other operators.
CEO of a custom broker Greenway Andrey Savelyev points out that not only stocking facilities are in favor. «The biggest breakthrough can be seen in the field of information technologies, more and more computer programs are offered to specialists in logistics. Also, there is a process of rolling stock upgrading in transport logistics».
Experts from Business Systems Development estimate that 97% of Russia’s logistics market is occupied by transport-forwarding services, 2% is contributed by warehousing and distribution sector and 1% by supply chain management. By 2010 the proportion will have changed in the following way: transport-forwarding sector is to lose 6%, warehousing and distribution will obtain 4% more to boost its share to 6%, while supply chain management will rise to 3% of the whole market.
From warehousing to integrated supply chain management
Some forecasts say that supply in regions will rise by an annual rate 17-18% that is certainly not enough to cover existing needs. Other forecasts estimate national growth as much as four and a half times till 2010. Experts from the consulting company Business Systems Development believe that within the same period demand may grow sevenfold.
The increase in the number of logistics projects is characterized by some features. First of all, most of them are located along the Transsiberian railway, the main rail thoroughfare of the country with its major cities that also serve as attracting centers for freight flows. With the expected consistent growth of the population’s real income and as a consequence of an increase in consumption, the trend will go further to small towns.
Also, one may remark that the industry of warehousing is getting attractive for non-specialized investors. Funds that are seeking assets to secure investments of their shareholders are going to pay more and more attention to logistics. Currently only warehouses are normally discussed, but not transportation and supply chain management. It has an explanation. Most funds come to logistics after having been successful at the real estate market, which is interlinked with warehousing. But it can be expected that, after researching one sector of the industry, capital investment will flow to other segments following freight flows.
So in a few years the market will inevitably see a number of large companies appearing able to provide a full range of services throughout the country. There is a good opportunity for them to be established by a non-specialized investor. The market gives chances of operating with a good profit level due to lack of strong competitiveness. The same situation could be observed at some markets, such as mobile phones, retail, computers, cars and some others, two-five years ago. Now at the top of Russia’s «hit parade» is logistics. It is fueled by the fact that the demand in most segments will not be covered fully in the next few years. «In Russia the logistics market still isn’t big enough for consolidation; therefore, we expect active development and a great number of newcomers. But then there will be consolidation with foreign players coming», says the deputy CEO of i2 CIS Martin Arutynyan. According to Armadillo’s values, in just 10 years only five-six operators will remain. «Small companies simply can’t provide services of high quality, for instance, they can’t afford sure freight for large sums», claims A.Nesnov.
How to connect a train and a truck?
However, the common positive trend faces many obstacles, which seriously limit its potential size. Industry experts object to two general limitations: poor transport infrastructure and a low level of different transport modes integration.
«While delivering goods we’re facing such problems as obsolete auto stock and, linked with it, frequent breaks of machines, as well as traffic jams, especially by ports and custom procedures», says A. Savelyev from Greenway. A. Nesnov talks about bottlenecks on the road, in ports and railways that need to be dealt with.
Another problem is linked with integration. «Our transport system should be balanced. Transport modes act without the required level of cooperation and the situation is the same with logistics terminals which work separately from each other thus, not affecting synergy», remarks A. Nesnov.
First of all, the latter matter concerns information technologies that could provide a fast and effective exchange between different chains in a supply process. Development director of the Transport Services Center of OAO RZD Elena Kunaeva believes that today there exists no good connection between different modes of transport. Each industry, for instance, inland shipping, aviation or railway, uses its own information platform, which is not integrated with others.
The only exception is relations between railway and some stevedore companies, which established joint logistics centers whose function is to coordinate freight trains with vacant ships and port facilities. And though some problems still exist, it is clear that now or later the connection «railway-port-ship» will become a united chain.
The other industries are lagging behind, which causes logistics providers to spend much time trying to get information about free warehouse places, vacant wagons, and trucks, in order to unite all this in a chain that would work as a clock without any delay. All these operations, says E. Kunaeva, could be made in an office that would have an access to a unified platform of all transport modes. Then it could enable a logistics operator to get all necessary information from one place accessible via Internet.
Currently the Ministry of Transport is to solve the problem by designing a unified and united information platform for all transport modes. First examples are likely to be seen in 2007. It should be highlighted that this system is required to be put into operations no later than in 2008-2009: by this time most of logistics projects listed above will have been brought into action.
The main road of logistics development in Russia is building not only separate logistics centers with a wide range of services, but establishing so called «freight villages», or logistics parks, – areas that unite producers and a few logistics operators at one place. Thanks to such a union operators can reduce their common expenses for engineering infrastructure and get tax benefits from the authorities. Such areas will be easily connected to information centers of transport companies, for example, railway operators. Nowadays in Russia there are no logistics parks and it is difficult to predict when this trend will come. May be it will happen after investors complete their separate chain projects and conclude that one big logistics area connected with producers can also be effective. The most important thing here is not to forget about information integration.
IVAN STUPACHENKO
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Great lack of stocking facilities
Logistics has become a popular word in Russia’s transport industry as early as in the 1990s, but no further progress has been made. Companies preferred investments into port facilities, machines, rolling stock, new equipment, buying trucks and training their staff – everything to imagine, but nothing to distribute and stock at a high quality level. That was a remarkable feature even at the beginning of the 2000s when real estate, port and other transport experts complained that lack of warehouse logistics centers was one of the main obstacles for handling facilities and trading assets to develop. Another system disadvantage of the national logistics space was shortage of automatization, as well as a weakly developed complex of logistics services.
To a large extent, it is the same now; however, things seem to be changing. Moreover, one may call it a radical reform of the whole industry in Russia, judging by the speed of the progress.
According to the data of the group of companies Armadillo, demand for stoking is two-three times higher than supply with an increasing disproportion led by retail sector development. For example, in regions only 18% of warehouses are of high quality with just 5% of international level. Not surprisingly many consignors prefer constructing their own facilities. So do logistics operators.
This is the reason why in the last two years numerous projects of constructing warehouse facilities have been announced. «All these ideas were worked out already at the end of the 1990s, even before 1998, but in those days there were no investors ready to give money for their realization, – says the deputy director of the Federal state unitary enterprise Center for complex transport problems of Ministry of Transport Alexander Nesnov. – Now there is demand and there is money». In 2005 in Moscow region 19 warehouses of class «A» were built that contributed 570,000 sq meters to the market.
Ireland’s Quinn Group announced the construction of a 230,000 sq meters logistics Q-Park Kazan in Tatarstan at estimated cost of USD 100 mln The Kaskad group of companies is to build a nation-wide chain of 32 transport-logistics complexes with the first one, 87,500 sq meters, currently under construction in Ulyanovsk. United international network of customs storehouses (UINCS) is building a series of facilities with the common area of 500,000 sq meters in major cities. One of the possible partners for the project is the invest-bank Merril Lynch. UINCS’s USD 500 mln of investment seem rather modest against USD 3 bln, which is reported to be spent by the invest-industrial group Eurasia. The company is to have constructed 14 warehouses covering a few millions of meters by 2010.
Even consignors, who previously preferred constructed facilities for their own needs, today often build them not only for themselves, but also as «common use terminals», making them available for external customers. Finland’s meat producer Atria needs stocking facilities for its plants near St.-Petersburg and is ready to lend areas to other operators.
CEO of a custom broker Greenway Andrey Savelyev points out that not only stocking facilities are in favor. «The biggest breakthrough can be seen in the field of information technologies, more and more computer programs are offered to specialists in logistics. Also, there is a process of rolling stock upgrading in transport logistics».
Experts from Business Systems Development estimate that 97% of Russia’s logistics market is occupied by transport-forwarding services, 2% is contributed by warehousing and distribution sector and 1% by supply chain management. By 2010 the proportion will have changed in the following way: transport-forwarding sector is to lose 6%, warehousing and distribution will obtain 4% more to boost its share to 6%, while supply chain management will rise to 3% of the whole market.
From warehousing to integrated supply chain management
Some forecasts say that supply in regions will rise by an annual rate 17-18% that is certainly not enough to cover existing needs. Other forecasts estimate national growth as much as four and a half times till 2010. Experts from the consulting company Business Systems Development believe that within the same period demand may grow sevenfold.
The increase in the number of logistics projects is characterized by some features. First of all, most of them are located along the Transsiberian railway, the main rail thoroughfare of the country with its major cities that also serve as attracting centers for freight flows. With the expected consistent growth of the population’s real income and as a consequence of an increase in consumption, the trend will go further to small towns.
Also, one may remark that the industry of warehousing is getting attractive for non-specialized investors. Funds that are seeking assets to secure investments of their shareholders are going to pay more and more attention to logistics. Currently only warehouses are normally discussed, but not transportation and supply chain management. It has an explanation. Most funds come to logistics after having been successful at the real estate market, which is interlinked with warehousing. But it can be expected that, after researching one sector of the industry, capital investment will flow to other segments following freight flows.
So in a few years the market will inevitably see a number of large companies appearing able to provide a full range of services throughout the country. There is a good opportunity for them to be established by a non-specialized investor. The market gives chances of operating with a good profit level due to lack of strong competitiveness. The same situation could be observed at some markets, such as mobile phones, retail, computers, cars and some others, two-five years ago. Now at the top of Russia’s «hit parade» is logistics. It is fueled by the fact that the demand in most segments will not be covered fully in the next few years. «In Russia the logistics market still isn’t big enough for consolidation; therefore, we expect active development and a great number of newcomers. But then there will be consolidation with foreign players coming», says the deputy CEO of i2 CIS Martin Arutynyan. According to Armadillo’s values, in just 10 years only five-six operators will remain. «Small companies simply can’t provide services of high quality, for instance, they can’t afford sure freight for large sums», claims A.Nesnov.
How to connect a train and a truck?
However, the common positive trend faces many obstacles, which seriously limit its potential size. Industry experts object to two general limitations: poor transport infrastructure and a low level of different transport modes integration.
«While delivering goods we’re facing such problems as obsolete auto stock and, linked with it, frequent breaks of machines, as well as traffic jams, especially by ports and custom procedures», says A. Savelyev from Greenway. A. Nesnov talks about bottlenecks on the road, in ports and railways that need to be dealt with.
Another problem is linked with integration. «Our transport system should be balanced. Transport modes act without the required level of cooperation and the situation is the same with logistics terminals which work separately from each other thus, not affecting synergy», remarks A. Nesnov.
First of all, the latter matter concerns information technologies that could provide a fast and effective exchange between different chains in a supply process. Development director of the Transport Services Center of OAO RZD Elena Kunaeva believes that today there exists no good connection between different modes of transport. Each industry, for instance, inland shipping, aviation or railway, uses its own information platform, which is not integrated with others.
The only exception is relations between railway and some stevedore companies, which established joint logistics centers whose function is to coordinate freight trains with vacant ships and port facilities. And though some problems still exist, it is clear that now or later the connection «railway-port-ship» will become a united chain.
The other industries are lagging behind, which causes logistics providers to spend much time trying to get information about free warehouse places, vacant wagons, and trucks, in order to unite all this in a chain that would work as a clock without any delay. All these operations, says E. Kunaeva, could be made in an office that would have an access to a unified platform of all transport modes. Then it could enable a logistics operator to get all necessary information from one place accessible via Internet.
Currently the Ministry of Transport is to solve the problem by designing a unified and united information platform for all transport modes. First examples are likely to be seen in 2007. It should be highlighted that this system is required to be put into operations no later than in 2008-2009: by this time most of logistics projects listed above will have been brought into action.
The main road of logistics development in Russia is building not only separate logistics centers with a wide range of services, but establishing so called «freight villages», or logistics parks, – areas that unite producers and a few logistics operators at one place. Thanks to such a union operators can reduce their common expenses for engineering infrastructure and get tax benefits from the authorities. Such areas will be easily connected to information centers of transport companies, for example, railway operators. Nowadays in Russia there are no logistics parks and it is difficult to predict when this trend will come. May be it will happen after investors complete their separate chain projects and conclude that one big logistics area connected with producers can also be effective. The most important thing here is not to forget about information integration.
IVAN STUPACHENKO
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Great lack of stocking facilities
Logistics has become a popular word in Russia’s transport industry as early as in the 1990s, but no further progress has been made. Companies preferred investments into port facilities, machines, rolling stock, new equipment, buying trucks and training their staff – everything to imagine, but nothing to distribute and stock at a high quality level. That was a remarkable feature even at the beginning of the 2000s when real estate, port and other transport experts complained that lack of warehouse logistics centers was one of the main obstacles for handling facilities and trading assets to develop. Another system disadvantage of the national logistics space was shortage of automatization, as well as a weakly developed complex of logistics services.
To a large extent, it is the same now; however, things seem to be changing. Moreover, one may call it a radical reform of the whole industry in Russia, judging by the speed of the progress.
According to the data of the group of companies Armadillo, demand for stoking is two-three times higher than supply with an increasing disproportion led by retail sector development. For example, in regions only 18% of warehouses are of high quality with just 5% of international level. Not surprisingly many consignors prefer constructing their own facilities. So do logistics operators.
This is the reason why in the last two years numerous projects of constructing warehouse facilities have been announced. «All these ideas were worked out already at the end of the 1990s, even before 1998, but in those days there were no investors ready to give money for their realization, – says the deputy director of the Federal state unitary enterprise Center for complex transport problems of Ministry of Transport Alexander Nesnov. – Now there is demand and there is money». In 2005 in Moscow region 19 warehouses of class «A» were built that contributed 570,000 sq meters to the market.
Ireland’s Quinn Group announced the construction of a 230,000 sq meters logistics Q-Park Kazan in Tatarstan at estimated cost of USD 100 mln The Kaskad group of companies is to build a nation-wide chain of 32 transport-logistics complexes with the first one, 87,500 sq meters, currently under construction in Ulyanovsk. United international network of customs storehouses (UINCS) is building a series of facilities with the common area of 500,000 sq meters in major cities. One of the possible partners for the project is the invest-bank Merril Lynch. UINCS’s USD 500 mln of investment seem rather modest against USD 3 bln, which is reported to be spent by the invest-industrial group Eurasia. The company is to have constructed 14 warehouses covering a few millions of meters by 2010.
Even consignors, who previously preferred constructed facilities for their own needs, today often build them not only for themselves, but also as «common use terminals», making them available for external customers. Finland’s meat producer Atria needs stocking facilities for its plants near St.-Petersburg and is ready to lend areas to other operators.
CEO of a custom broker Greenway Andrey Savelyev points out that not only stocking facilities are in favor. «The biggest breakthrough can be seen in the field of information technologies, more and more computer programs are offered to specialists in logistics. Also, there is a process of rolling stock upgrading in transport logistics».
Experts from Business Systems Development estimate that 97% of Russia’s logistics market is occupied by transport-forwarding services, 2% is contributed by warehousing and distribution sector and 1% by supply chain management. By 2010 the proportion will have changed in the following way: transport-forwarding sector is to lose 6%, warehousing and distribution will obtain 4% more to boost its share to 6%, while supply chain management will rise to 3% of the whole market.
From warehousing to integrated supply chain management
Some forecasts say that supply in regions will rise by an annual rate 17-18% that is certainly not enough to cover existing needs. Other forecasts estimate national growth as much as four and a half times till 2010. Experts from the consulting company Business Systems Development believe that within the same period demand may grow sevenfold.
The increase in the number of logistics projects is characterized by some features. First of all, most of them are located along the Transsiberian railway, the main rail thoroughfare of the country with its major cities that also serve as attracting centers for freight flows. With the expected consistent growth of the population’s real income and as a consequence of an increase in consumption, the trend will go further to small towns.
Also, one may remark that the industry of warehousing is getting attractive for non-specialized investors. Funds that are seeking assets to secure investments of their shareholders are going to pay more and more attention to logistics. Currently only warehouses are normally discussed, but not transportation and supply chain management. It has an explanation. Most funds come to logistics after having been successful at the real estate market, which is interlinked with warehousing. But it can be expected that, after researching one sector of the industry, capital investment will flow to other segments following freight flows.
So in a few years the market will inevitably see a number of large companies appearing able to provide a full range of services throughout the country. There is a good opportunity for them to be established by a non-specialized investor. The market gives chances of operating with a good profit level due to lack of strong competitiveness. The same situation could be observed at some markets, such as mobile phones, retail, computers, cars and some others, two-five years ago. Now at the top of Russia’s «hit parade» is logistics. It is fueled by the fact that the demand in most segments will not be covered fully in the next few years. «In Russia the logistics market still isn’t big enough for consolidation; therefore, we expect active development and a great number of newcomers. But then there will be consolidation with foreign players coming», says the deputy CEO of i2 CIS Martin Arutynyan. According to Armadillo’s values, in just 10 years only five-six operators will remain. «Small companies simply can’t provide services of high quality, for instance, they can’t afford sure freight for large sums», claims A.Nesnov.
How to connect a train and a truck?
However, the common positive trend faces many obstacles, which seriously limit its potential size. Industry experts object to two general limitations: poor transport infrastructure and a low level of different transport modes integration.
«While delivering goods we’re facing such problems as obsolete auto stock and, linked with it, frequent breaks of machines, as well as traffic jams, especially by ports and custom procedures», says A. Savelyev from Greenway. A. Nesnov talks about bottlenecks on the road, in ports and railways that need to be dealt with.
Another problem is linked with integration. «Our transport system should be balanced. Transport modes act without the required level of cooperation and the situation is the same with logistics terminals which work separately from each other thus, not affecting synergy», remarks A. Nesnov.
First of all, the latter matter concerns information technologies that could provide a fast and effective exchange between different chains in a supply process. Development director of the Transport Services Center of OAO RZD Elena Kunaeva believes that today there exists no good connection between different modes of transport. Each industry, for instance, inland shipping, aviation or railway, uses its own information platform, which is not integrated with others.
The only exception is relations between railway and some stevedore companies, which established joint logistics centers whose function is to coordinate freight trains with vacant ships and port facilities. And though some problems still exist, it is clear that now or later the connection «railway-port-ship» will become a united chain.
The other industries are lagging behind, which causes logistics providers to spend much time trying to get information about free warehouse places, vacant wagons, and trucks, in order to unite all this in a chain that would work as a clock without any delay. All these operations, says E. Kunaeva, could be made in an office that would have an access to a unified platform of all transport modes. Then it could enable a logistics operator to get all necessary information from one place accessible via Internet.
Currently the Ministry of Transport is to solve the problem by designing a unified and united information platform for all transport modes. First examples are likely to be seen in 2007. It should be highlighted that this system is required to be put into operations no later than in 2008-2009: by this time most of logistics projects listed above will have been brought into action.
The main road of logistics development in Russia is building not only separate logistics centers with a wide range of services, but establishing so called «freight villages», or logistics parks, – areas that unite producers and a few logistics operators at one place. Thanks to such a union operators can reduce their common expenses for engineering infrastructure and get tax benefits from the authorities. Such areas will be easily connected to information centers of transport companies, for example, railway operators. Nowadays in Russia there are no logistics parks and it is difficult to predict when this trend will come. May be it will happen after investors complete their separate chain projects and conclude that one big logistics area connected with producers can also be effective. The most important thing here is not to forget about information integration.
IVAN STUPACHENKO
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Great lack of stocking facilities
Logistics has become a popular word in Russia’s transport industry as early as in the 1990s, but no further progress has been made. Companies preferred investments into port facilities, machines, rolling stock, new equipment, buying trucks and training their staff – everything to imagine, but nothing to distribute and stock at a high quality level. That was a remarkable feature even at the beginning of the 2000s when real estate, port and other transport experts complained that lack of warehouse logistics centers was one of the main obstacles for handling facilities and trading assets to develop. Another system disadvantage of the national logistics space was shortage of automatization, as well as a weakly developed complex of logistics services.
To a large extent, it is the same now; however, things seem to be changing. Moreover, one may call it a radical reform of the whole industry in Russia, judging by the speed of the progress.
According to the data of the group of companies Armadillo, demand for stoking is two-three times higher than supply with an increasing disproportion led by retail sector development. For example, in regions only 18% of warehouses are of high quality with just 5% of international level. Not surprisingly many consignors prefer constructing their own facilities. So do logistics operators.
This is the reason why in the last two years numerous projects of constructing warehouse facilities have been announced. «All these ideas were worked out already at the end of the 1990s, even before 1998, but in those days there were no investors ready to give money for their realization, – says the deputy director of the Federal state unitary enterprise Center for complex transport problems of Ministry of Transport Alexander Nesnov. – Now there is demand and there is money». In 2005 in Moscow region 19 warehouses of class «A» were built that contributed 570,000 sq meters to the market.
Ireland’s Quinn Group announced the construction of a 230,000 sq meters logistics Q-Park Kazan in Tatarstan at estimated cost of USD 100 mln The Kaskad group of companies is to build a nation-wide chain of 32 transport-logistics complexes with the first one, 87,500 sq meters, currently under construction in Ulyanovsk. United international network of customs storehouses (UINCS) is building a series of facilities with the common area of 500,000 sq meters in major cities. One of the possible partners for the project is the invest-bank Merril Lynch. UINCS’s USD 500 mln of investment seem rather modest against USD 3 bln, which is reported to be spent by the invest-industrial group Eurasia. The company is to have constructed 14 warehouses covering a few millions of meters by 2010.
Even consignors, who previously preferred constructed facilities for their own needs, today often build them not only for themselves, but also as «common use terminals», making them available for external customers. Finland’s meat producer Atria needs stocking facilities for its plants near St.-Petersburg and is ready to lend areas to other operators.
CEO of a custom broker Greenway Andrey Savelyev points out that not only stocking facilities are in favor. «The biggest breakthrough can be seen in the field of information technologies, more and more computer programs are offered to specialists in logistics. Also, there is a process of rolling stock upgrading in transport logistics».
Experts from Business Systems Development estimate that 97% of Russia’s logistics market is occupied by transport-forwarding services, 2% is contributed by warehousing and distribution sector and 1% by supply chain management. By 2010 the proportion will have changed in the following way: transport-forwarding sector is to lose 6%, warehousing and distribution will obtain 4% more to boost its share to 6%, while supply chain management will rise to 3% of the whole market.
From warehousing to integrated supply chain management
Some forecasts say that supply in regions will rise by an annual rate 17-18% that is certainly not enough to cover existing needs. Other forecasts estimate national growth as much as four and a half times till 2010. Experts from the consulting company Business Systems Development believe that within the same period demand may grow sevenfold.
The increase in the number of logistics projects is characterized by some features. First of all, most of them are located along the Transsiberian railway, the main rail thoroughfare of the country with its major cities that also serve as attracting centers for freight flows. With the expected consistent growth of the population’s real income and as a consequence of an increase in consumption, the trend will go further to small towns.
Also, one may remark that the industry of warehousing is getting attractive for non-specialized investors. Funds that are seeking assets to secure investments of their shareholders are going to pay more and more attention to logistics. Currently only warehouses are normally discussed, but not transportation and supply chain management. It has an explanation. Most funds come to logistics after having been successful at the real estate market, which is interlinked with warehousing. But it can be expected that, after researching one sector of the industry, capital investment will flow to other segments following freight flows.
So in a few years the market will inevitably see a number of large companies appearing able to provide a full range of services throughout the country. There is a good opportunity for them to be established by a non-specialized investor. The market gives chances of operating with a good profit level due to lack of strong competitiveness. The same situation could be observed at some markets, such as mobile phones, retail, computers, cars and some others, two-five years ago. Now at the top of Russia’s «hit parade» is logistics. It is fueled by the fact that the demand in most segments will not be covered fully in the next few years. «In Russia the logistics market still isn’t big enough for consolidation; therefore, we expect active development and a great number of newcomers. But then there will be consolidation with foreign players coming», says the deputy CEO of i2 CIS Martin Arutynyan. According to Armadillo’s values, in just 10 years only five-six operators will remain. «Small companies simply can’t provide services of high quality, for instance, they can’t afford sure freight for large sums», claims A.Nesnov.
How to connect a train and a truck?
However, the common positive trend faces many obstacles, which seriously limit its potential size. Industry experts object to two general limitations: poor transport infrastructure and a low level of different transport modes integration.
«While delivering goods we’re facing such problems as obsolete auto stock and, linked with it, frequent breaks of machines, as well as traffic jams, especially by ports and custom procedures», says A. Savelyev from Greenway. A. Nesnov talks about bottlenecks on the road, in ports and railways that need to be dealt with.
Another problem is linked with integration. «Our transport system should be balanced. Transport modes act without the required level of cooperation and the situation is the same with logistics terminals which work separately from each other thus, not affecting synergy», remarks A. Nesnov.
First of all, the latter matter concerns information technologies that could provide a fast and effective exchange between different chains in a supply process. Development director of the Transport Services Center of OAO RZD Elena Kunaeva believes that today there exists no good connection between different modes of transport. Each industry, for instance, inland shipping, aviation or railway, uses its own information platform, which is not integrated with others.
The only exception is relations between railway and some stevedore companies, which established joint logistics centers whose function is to coordinate freight trains with vacant ships and port facilities. And though some problems still exist, it is clear that now or later the connection «railway-port-ship» will become a united chain.
The other industries are lagging behind, which causes logistics providers to spend much time trying to get information about free warehouse places, vacant wagons, and trucks, in order to unite all this in a chain that would work as a clock without any delay. All these operations, says E. Kunaeva, could be made in an office that would have an access to a unified platform of all transport modes. Then it could enable a logistics operator to get all necessary information from one place accessible via Internet.
Currently the Ministry of Transport is to solve the problem by designing a unified and united information platform for all transport modes. First examples are likely to be seen in 2007. It should be highlighted that this system is required to be put into operations no later than in 2008-2009: by this time most of logistics projects listed above will have been brought into action.
The main road of logistics development in Russia is building not only separate logistics centers with a wide range of services, but establishing so called «freight villages», or logistics parks, – areas that unite producers and a few logistics operators at one place. Thanks to such a union operators can reduce their common expenses for engineering infrastructure and get tax benefits from the authorities. Such areas will be easily connected to information centers of transport companies, for example, railway operators. Nowadays in Russia there are no logistics parks and it is difficult to predict when this trend will come. May be it will happen after investors complete their separate chain projects and conclude that one big logistics area connected with producers can also be effective. The most important thing here is not to forget about information integration.
IVAN STUPACHENKO
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[DETAIL_TEXT] =>
3PL services as an item of import
The possible market of contract logistics in Russia is estimated at about USD 50–60 bln a year, wherein the forwarding and transportation segment comprises 55%, warehouse services – 13%, while the share of integration and management of supply chains is 32%. In light of the national economy growth forecasts one may extend the figures by 7–8% a year. Marketing and sales director of Armadillo group of companies Leonid Zondberg quotes about USD 24.2 bln, which includes the entire spectrum: transportation, forwarding, warehouse, distribution and supply chain management.
The usual volume of 3PL services is not large due to weak demand, says Mr. Zondberg. Today there’s demand for separate products, such as warehousing or forwarding. Full outsourcing of logistics functions which means cooperation on a long-term basis and often exclusive rights of a 3PL operator for management and control over a customer’s supply chains, is not a common thing among Russian companies».
Nowadays, experts say, there are almost no Russian 3PL companies. Third-party logistics means full outsourcing – a door-to-door scheme. National providers are not able to meet all customer’s logistical needs and prefer specializing in separate areas. So, currently 3PL in Russia is only of foreign origin. And it’s often exclusive – not for everyone, but for one company only. It has a clear explanation. 3PL providers come to Russia often following their worldwide customers. For instance, FM Logistics works here for a French food retailer Auchan, while Alpha Management was brought over by McDonald’s with whom the provider cooperates in other countries as well.
The most developed areas of outsourced logistics is customs formalities, as well as transportation and warehousing, says Martin Arutynyan, the executive director of i2 CIS. Another branch is information technologies dealing with warehouse and others areas listed above. Leonid Zondberg points the same branches, adding to them distribution as well.
How to convince a customer?
Main obstacles lie in the sphere of poor attractiveness of the industry for investors, remarks Martin Arutynyan from i2 CIS. He also mentions the need to change the customer mentality. Very few of them are ready to let a third party meet their logistics needs. Another reason why outsourcing progresses slower than is required and possible is the absence of a national wide company able to provide services throughout the country.
The fundamental problem in Russia is obvious: absence of practice of long-term relations between customers and 3PL providers as an industry. Existing practice of cooperation between separate companies and a few service providers cannot provide a strong link on business-to-business level. In other words, contract logistics needs proven worked out methods of pricing, as well as law, financial, safety and other issues resolving. Accessible and proven knowledge is likely to boost the market by changing customer mentality. First of all, the main limiting factor for contract logistics in Russia is the human component. Customers are not ready for new business solutions, even when they lose opportunities for savings. Also, they don’t want a third party to have an open access to their business information.
Russia is an industrial country with great commodity export, including oil, gas, ferrous and non-ferrous metals, as well as products of timber industry. Such a structure of export and domestic deliveries has a tangible negative effect on contract logistics here. Transportation of specific commodities as listed above, unlike handling of FMCG, undoubtedly requires more efforts and skills. Moreover, main producers of raw material are large industrial vertical integrated holding companies, which usually want to control the entire chain from excavating up to processing and sales and can afford to have their own transportation and logistics departments. Many producers established specialized subsidiaries, which provide transport services.
Among other reasons, mentioned by experts, a big role belongs to the weak development of local operators. Leonid Zondberg appeals to the fact that Russian logistics companies possess rather poor assets which is resulting in the «inability to ensure a high level of chain management quality, safety, and punctuality». Last but not least, pricing is a serious issue. 3PL is a rather expensive service, though it brings savings.
Insourcing against outsourcing: unequal battle
One and a half year ago OAO Kirovo-Chepetsky Chemical Works (KCCW) transferred functions of its transport division to a separate established subsidiary OOO Transport-Logistics Company (TLC). «The industrial giant decided to focus on its central area of competence. The chief of the syndicate doesn’t need to think about transport any more, it’s fully our concern», explains the head of TLC’s department Sergey Vasiljev. «We’ve got a separate budget intended for transport needs only. In the holding expenditures for transport were hidden, but now one clearly see how much logistics costs».
Transparent money flows, a cost structure and distribution of responsibilities include the main advantages of the reorganization. But at the same time such a format gives the mother company full control over TCL: «We must react immediately to any need of the syndicate. An external provider would not act so», says Mr. Vasiljev. And fear of losing control over goods delivery to the customer isn’t the only reason. Some time ago the syndicate had transferred forwarding functions to one third-party company and now is getting them back. «While paying for forwarding to an external provider we’re not able to evaluate how much his services really cost. You must just agree or disagree with their proposed conditions. When we forward our goods ourselves, we understand what we spend money on».
KCCW is not going to outsource any logistics needs, because of efficiency of its incorporated specialized subsidiary and for a more prosaic reason: in a far distanced small Russian town there is simply no operator able to take over transport requirements of the syndicate. «We save much by transporting our products by our rolling stock. These are our direct savings, why should we give it to someone else?» inquires the chief of analytical department of United metallurgical company Boris Ilichev.
Another case is a pharmaceutical retailer trading in Moscow and St. -Petersburg First aid. The chain is a part of a holding company which also includes transport assets. «Our partners within the holding deal with our goods flows; therefore, the transport expenditure of First aid is as much as labor compensation fund of people involved», says logistics director of the company Alexandr Leontyev. The delivery scheme of medicines to supermarkets is built in the following way. Suppliers transport goods to a distribution centre of First aid; then medicines are delivered to shops by trucks of a holding-related carrier. Supply chain management with its stock managing, documents and other necessary procedures is operated by the First aid staff. «We’re going to expand our chain in regions, but only in those where the holding already works and consequently, where respectively our transport needs can be covered by our mother structure», concludes Mr. Leontyev, adding that First aid, nonetheless, uses outsourcing in delivering goods from Moscow to St. Petersburg: in the common turnover it takes a share of less than 0.5%.
A boost will inevitably come
So 3PL providing, in other words, a full outsourcing in logistics, is not in a strong position in Russia. Poor infrastructure, particularly in information technologies, lack of cooperation experience between customers and providers, as well as the small number of companies with commensurate abilities, contribute to the conclusion that a breakthrough in the industry will not come soon. Leonid Zondberg speaks about active development of a retail sector, first of all, its regional expansion. «Thanks to the economic growth and the favorable investment climate, major foreign retailers are coming here. After having conquered the capital, they are moving to regions where they demand the same level of service, as they are already used to. So international and Russian 3PL providers are also going to move to regions where their services will be needed.
IVAN STUPACHENKO
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3PL services as an item of import
The possible market of contract logistics in Russia is estimated at about USD 50–60 bln a year, wherein the forwarding and transportation segment comprises 55%, warehouse services – 13%, while the share of integration and management of supply chains is 32%. In light of the national economy growth forecasts one may extend the figures by 7–8% a year. Marketing and sales director of Armadillo group of companies Leonid Zondberg quotes about USD 24.2 bln, which includes the entire spectrum: transportation, forwarding, warehouse, distribution and supply chain management.
The usual volume of 3PL services is not large due to weak demand, says Mr. Zondberg. Today there’s demand for separate products, such as warehousing or forwarding. Full outsourcing of logistics functions which means cooperation on a long-term basis and often exclusive rights of a 3PL operator for management and control over a customer’s supply chains, is not a common thing among Russian companies».
Nowadays, experts say, there are almost no Russian 3PL companies. Third-party logistics means full outsourcing – a door-to-door scheme. National providers are not able to meet all customer’s logistical needs and prefer specializing in separate areas. So, currently 3PL in Russia is only of foreign origin. And it’s often exclusive – not for everyone, but for one company only. It has a clear explanation. 3PL providers come to Russia often following their worldwide customers. For instance, FM Logistics works here for a French food retailer Auchan, while Alpha Management was brought over by McDonald’s with whom the provider cooperates in other countries as well.
The most developed areas of outsourced logistics is customs formalities, as well as transportation and warehousing, says Martin Arutynyan, the executive director of i2 CIS. Another branch is information technologies dealing with warehouse and others areas listed above. Leonid Zondberg points the same branches, adding to them distribution as well.
How to convince a customer?
Main obstacles lie in the sphere of poor attractiveness of the industry for investors, remarks Martin Arutynyan from i2 CIS. He also mentions the need to change the customer mentality. Very few of them are ready to let a third party meet their logistics needs. Another reason why outsourcing progresses slower than is required and possible is the absence of a national wide company able to provide services throughout the country.
The fundamental problem in Russia is obvious: absence of practice of long-term relations between customers and 3PL providers as an industry. Existing practice of cooperation between separate companies and a few service providers cannot provide a strong link on business-to-business level. In other words, contract logistics needs proven worked out methods of pricing, as well as law, financial, safety and other issues resolving. Accessible and proven knowledge is likely to boost the market by changing customer mentality. First of all, the main limiting factor for contract logistics in Russia is the human component. Customers are not ready for new business solutions, even when they lose opportunities for savings. Also, they don’t want a third party to have an open access to their business information.
Russia is an industrial country with great commodity export, including oil, gas, ferrous and non-ferrous metals, as well as products of timber industry. Such a structure of export and domestic deliveries has a tangible negative effect on contract logistics here. Transportation of specific commodities as listed above, unlike handling of FMCG, undoubtedly requires more efforts and skills. Moreover, main producers of raw material are large industrial vertical integrated holding companies, which usually want to control the entire chain from excavating up to processing and sales and can afford to have their own transportation and logistics departments. Many producers established specialized subsidiaries, which provide transport services.
Among other reasons, mentioned by experts, a big role belongs to the weak development of local operators. Leonid Zondberg appeals to the fact that Russian logistics companies possess rather poor assets which is resulting in the «inability to ensure a high level of chain management quality, safety, and punctuality». Last but not least, pricing is a serious issue. 3PL is a rather expensive service, though it brings savings.
Insourcing against outsourcing: unequal battle
One and a half year ago OAO Kirovo-Chepetsky Chemical Works (KCCW) transferred functions of its transport division to a separate established subsidiary OOO Transport-Logistics Company (TLC). «The industrial giant decided to focus on its central area of competence. The chief of the syndicate doesn’t need to think about transport any more, it’s fully our concern», explains the head of TLC’s department Sergey Vasiljev. «We’ve got a separate budget intended for transport needs only. In the holding expenditures for transport were hidden, but now one clearly see how much logistics costs».
Transparent money flows, a cost structure and distribution of responsibilities include the main advantages of the reorganization. But at the same time such a format gives the mother company full control over TCL: «We must react immediately to any need of the syndicate. An external provider would not act so», says Mr. Vasiljev. And fear of losing control over goods delivery to the customer isn’t the only reason. Some time ago the syndicate had transferred forwarding functions to one third-party company and now is getting them back. «While paying for forwarding to an external provider we’re not able to evaluate how much his services really cost. You must just agree or disagree with their proposed conditions. When we forward our goods ourselves, we understand what we spend money on».
KCCW is not going to outsource any logistics needs, because of efficiency of its incorporated specialized subsidiary and for a more prosaic reason: in a far distanced small Russian town there is simply no operator able to take over transport requirements of the syndicate. «We save much by transporting our products by our rolling stock. These are our direct savings, why should we give it to someone else?» inquires the chief of analytical department of United metallurgical company Boris Ilichev.
Another case is a pharmaceutical retailer trading in Moscow and St. -Petersburg First aid. The chain is a part of a holding company which also includes transport assets. «Our partners within the holding deal with our goods flows; therefore, the transport expenditure of First aid is as much as labor compensation fund of people involved», says logistics director of the company Alexandr Leontyev. The delivery scheme of medicines to supermarkets is built in the following way. Suppliers transport goods to a distribution centre of First aid; then medicines are delivered to shops by trucks of a holding-related carrier. Supply chain management with its stock managing, documents and other necessary procedures is operated by the First aid staff. «We’re going to expand our chain in regions, but only in those where the holding already works and consequently, where respectively our transport needs can be covered by our mother structure», concludes Mr. Leontyev, adding that First aid, nonetheless, uses outsourcing in delivering goods from Moscow to St. Petersburg: in the common turnover it takes a share of less than 0.5%.
A boost will inevitably come
So 3PL providing, in other words, a full outsourcing in logistics, is not in a strong position in Russia. Poor infrastructure, particularly in information technologies, lack of cooperation experience between customers and providers, as well as the small number of companies with commensurate abilities, contribute to the conclusion that a breakthrough in the industry will not come soon. Leonid Zondberg speaks about active development of a retail sector, first of all, its regional expansion. «Thanks to the economic growth and the favorable investment climate, major foreign retailers are coming here. After having conquered the capital, they are moving to regions where they demand the same level of service, as they are already used to. So international and Russian 3PL providers are also going to move to regions where their services will be needed.
IVAN STUPACHENKO
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[SECTION_META_DESCRIPTION] => Russia follows the global fashion in logistics: the worldwide trend towards outsourcing more and more logistics services doesn’t get around one of the fastest growing transport markets. Behind this growth lies a traditional intention of business to concentrate on their core activities. However, a major breakthrough is hardly expected in the coming few years. Russian companies are not ready to provide a wide range of services, while foreigners with advanced technologies haven’t come yet and demand for 3PL is weak.<BR>
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[ELEMENT_META_DESCRIPTION] => Russia follows the global fashion in logistics: the worldwide trend towards outsourcing more and more logistics services doesn’t get around one of the fastest growing transport markets. Behind this growth lies a traditional intention of business to concentrate on their core activities. However, a major breakthrough is hardly expected in the coming few years. Russian companies are not ready to provide a wide range of services, while foreigners with advanced technologies haven’t come yet and demand for 3PL is weak.<BR>
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[DETAIL_TEXT] =>
3PL services as an item of import
The possible market of contract logistics in Russia is estimated at about USD 50–60 bln a year, wherein the forwarding and transportation segment comprises 55%, warehouse services – 13%, while the share of integration and management of supply chains is 32%. In light of the national economy growth forecasts one may extend the figures by 7–8% a year. Marketing and sales director of Armadillo group of companies Leonid Zondberg quotes about USD 24.2 bln, which includes the entire spectrum: transportation, forwarding, warehouse, distribution and supply chain management.
The usual volume of 3PL services is not large due to weak demand, says Mr. Zondberg. Today there’s demand for separate products, such as warehousing or forwarding. Full outsourcing of logistics functions which means cooperation on a long-term basis and often exclusive rights of a 3PL operator for management and control over a customer’s supply chains, is not a common thing among Russian companies».
Nowadays, experts say, there are almost no Russian 3PL companies. Third-party logistics means full outsourcing – a door-to-door scheme. National providers are not able to meet all customer’s logistical needs and prefer specializing in separate areas. So, currently 3PL in Russia is only of foreign origin. And it’s often exclusive – not for everyone, but for one company only. It has a clear explanation. 3PL providers come to Russia often following their worldwide customers. For instance, FM Logistics works here for a French food retailer Auchan, while Alpha Management was brought over by McDonald’s with whom the provider cooperates in other countries as well.
The most developed areas of outsourced logistics is customs formalities, as well as transportation and warehousing, says Martin Arutynyan, the executive director of i2 CIS. Another branch is information technologies dealing with warehouse and others areas listed above. Leonid Zondberg points the same branches, adding to them distribution as well.
How to convince a customer?
Main obstacles lie in the sphere of poor attractiveness of the industry for investors, remarks Martin Arutynyan from i2 CIS. He also mentions the need to change the customer mentality. Very few of them are ready to let a third party meet their logistics needs. Another reason why outsourcing progresses slower than is required and possible is the absence of a national wide company able to provide services throughout the country.
The fundamental problem in Russia is obvious: absence of practice of long-term relations between customers and 3PL providers as an industry. Existing practice of cooperation between separate companies and a few service providers cannot provide a strong link on business-to-business level. In other words, contract logistics needs proven worked out methods of pricing, as well as law, financial, safety and other issues resolving. Accessible and proven knowledge is likely to boost the market by changing customer mentality. First of all, the main limiting factor for contract logistics in Russia is the human component. Customers are not ready for new business solutions, even when they lose opportunities for savings. Also, they don’t want a third party to have an open access to their business information.
Russia is an industrial country with great commodity export, including oil, gas, ferrous and non-ferrous metals, as well as products of timber industry. Such a structure of export and domestic deliveries has a tangible negative effect on contract logistics here. Transportation of specific commodities as listed above, unlike handling of FMCG, undoubtedly requires more efforts and skills. Moreover, main producers of raw material are large industrial vertical integrated holding companies, which usually want to control the entire chain from excavating up to processing and sales and can afford to have their own transportation and logistics departments. Many producers established specialized subsidiaries, which provide transport services.
Among other reasons, mentioned by experts, a big role belongs to the weak development of local operators. Leonid Zondberg appeals to the fact that Russian logistics companies possess rather poor assets which is resulting in the «inability to ensure a high level of chain management quality, safety, and punctuality». Last but not least, pricing is a serious issue. 3PL is a rather expensive service, though it brings savings.
Insourcing against outsourcing: unequal battle
One and a half year ago OAO Kirovo-Chepetsky Chemical Works (KCCW) transferred functions of its transport division to a separate established subsidiary OOO Transport-Logistics Company (TLC). «The industrial giant decided to focus on its central area of competence. The chief of the syndicate doesn’t need to think about transport any more, it’s fully our concern», explains the head of TLC’s department Sergey Vasiljev. «We’ve got a separate budget intended for transport needs only. In the holding expenditures for transport were hidden, but now one clearly see how much logistics costs».
Transparent money flows, a cost structure and distribution of responsibilities include the main advantages of the reorganization. But at the same time such a format gives the mother company full control over TCL: «We must react immediately to any need of the syndicate. An external provider would not act so», says Mr. Vasiljev. And fear of losing control over goods delivery to the customer isn’t the only reason. Some time ago the syndicate had transferred forwarding functions to one third-party company and now is getting them back. «While paying for forwarding to an external provider we’re not able to evaluate how much his services really cost. You must just agree or disagree with their proposed conditions. When we forward our goods ourselves, we understand what we spend money on».
KCCW is not going to outsource any logistics needs, because of efficiency of its incorporated specialized subsidiary and for a more prosaic reason: in a far distanced small Russian town there is simply no operator able to take over transport requirements of the syndicate. «We save much by transporting our products by our rolling stock. These are our direct savings, why should we give it to someone else?» inquires the chief of analytical department of United metallurgical company Boris Ilichev.
Another case is a pharmaceutical retailer trading in Moscow and St. -Petersburg First aid. The chain is a part of a holding company which also includes transport assets. «Our partners within the holding deal with our goods flows; therefore, the transport expenditure of First aid is as much as labor compensation fund of people involved», says logistics director of the company Alexandr Leontyev. The delivery scheme of medicines to supermarkets is built in the following way. Suppliers transport goods to a distribution centre of First aid; then medicines are delivered to shops by trucks of a holding-related carrier. Supply chain management with its stock managing, documents and other necessary procedures is operated by the First aid staff. «We’re going to expand our chain in regions, but only in those where the holding already works and consequently, where respectively our transport needs can be covered by our mother structure», concludes Mr. Leontyev, adding that First aid, nonetheless, uses outsourcing in delivering goods from Moscow to St. Petersburg: in the common turnover it takes a share of less than 0.5%.
A boost will inevitably come
So 3PL providing, in other words, a full outsourcing in logistics, is not in a strong position in Russia. Poor infrastructure, particularly in information technologies, lack of cooperation experience between customers and providers, as well as the small number of companies with commensurate abilities, contribute to the conclusion that a breakthrough in the industry will not come soon. Leonid Zondberg speaks about active development of a retail sector, first of all, its regional expansion. «Thanks to the economic growth and the favorable investment climate, major foreign retailers are coming here. After having conquered the capital, they are moving to regions where they demand the same level of service, as they are already used to. So international and Russian 3PL providers are also going to move to regions where their services will be needed.
IVAN STUPACHENKO
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3PL services as an item of import
The possible market of contract logistics in Russia is estimated at about USD 50–60 bln a year, wherein the forwarding and transportation segment comprises 55%, warehouse services – 13%, while the share of integration and management of supply chains is 32%. In light of the national economy growth forecasts one may extend the figures by 7–8% a year. Marketing and sales director of Armadillo group of companies Leonid Zondberg quotes about USD 24.2 bln, which includes the entire spectrum: transportation, forwarding, warehouse, distribution and supply chain management.
The usual volume of 3PL services is not large due to weak demand, says Mr. Zondberg. Today there’s demand for separate products, such as warehousing or forwarding. Full outsourcing of logistics functions which means cooperation on a long-term basis and often exclusive rights of a 3PL operator for management and control over a customer’s supply chains, is not a common thing among Russian companies».
Nowadays, experts say, there are almost no Russian 3PL companies. Third-party logistics means full outsourcing – a door-to-door scheme. National providers are not able to meet all customer’s logistical needs and prefer specializing in separate areas. So, currently 3PL in Russia is only of foreign origin. And it’s often exclusive – not for everyone, but for one company only. It has a clear explanation. 3PL providers come to Russia often following their worldwide customers. For instance, FM Logistics works here for a French food retailer Auchan, while Alpha Management was brought over by McDonald’s with whom the provider cooperates in other countries as well.
The most developed areas of outsourced logistics is customs formalities, as well as transportation and warehousing, says Martin Arutynyan, the executive director of i2 CIS. Another branch is information technologies dealing with warehouse and others areas listed above. Leonid Zondberg points the same branches, adding to them distribution as well.
How to convince a customer?
Main obstacles lie in the sphere of poor attractiveness of the industry for investors, remarks Martin Arutynyan from i2 CIS. He also mentions the need to change the customer mentality. Very few of them are ready to let a third party meet their logistics needs. Another reason why outsourcing progresses slower than is required and possible is the absence of a national wide company able to provide services throughout the country.
The fundamental problem in Russia is obvious: absence of practice of long-term relations between customers and 3PL providers as an industry. Existing practice of cooperation between separate companies and a few service providers cannot provide a strong link on business-to-business level. In other words, contract logistics needs proven worked out methods of pricing, as well as law, financial, safety and other issues resolving. Accessible and proven knowledge is likely to boost the market by changing customer mentality. First of all, the main limiting factor for contract logistics in Russia is the human component. Customers are not ready for new business solutions, even when they lose opportunities for savings. Also, they don’t want a third party to have an open access to their business information.
Russia is an industrial country with great commodity export, including oil, gas, ferrous and non-ferrous metals, as well as products of timber industry. Such a structure of export and domestic deliveries has a tangible negative effect on contract logistics here. Transportation of specific commodities as listed above, unlike handling of FMCG, undoubtedly requires more efforts and skills. Moreover, main producers of raw material are large industrial vertical integrated holding companies, which usually want to control the entire chain from excavating up to processing and sales and can afford to have their own transportation and logistics departments. Many producers established specialized subsidiaries, which provide transport services.
Among other reasons, mentioned by experts, a big role belongs to the weak development of local operators. Leonid Zondberg appeals to the fact that Russian logistics companies possess rather poor assets which is resulting in the «inability to ensure a high level of chain management quality, safety, and punctuality». Last but not least, pricing is a serious issue. 3PL is a rather expensive service, though it brings savings.
Insourcing against outsourcing: unequal battle
One and a half year ago OAO Kirovo-Chepetsky Chemical Works (KCCW) transferred functions of its transport division to a separate established subsidiary OOO Transport-Logistics Company (TLC). «The industrial giant decided to focus on its central area of competence. The chief of the syndicate doesn’t need to think about transport any more, it’s fully our concern», explains the head of TLC’s department Sergey Vasiljev. «We’ve got a separate budget intended for transport needs only. In the holding expenditures for transport were hidden, but now one clearly see how much logistics costs».
Transparent money flows, a cost structure and distribution of responsibilities include the main advantages of the reorganization. But at the same time such a format gives the mother company full control over TCL: «We must react immediately to any need of the syndicate. An external provider would not act so», says Mr. Vasiljev. And fear of losing control over goods delivery to the customer isn’t the only reason. Some time ago the syndicate had transferred forwarding functions to one third-party company and now is getting them back. «While paying for forwarding to an external provider we’re not able to evaluate how much his services really cost. You must just agree or disagree with their proposed conditions. When we forward our goods ourselves, we understand what we spend money on».
KCCW is not going to outsource any logistics needs, because of efficiency of its incorporated specialized subsidiary and for a more prosaic reason: in a far distanced small Russian town there is simply no operator able to take over transport requirements of the syndicate. «We save much by transporting our products by our rolling stock. These are our direct savings, why should we give it to someone else?» inquires the chief of analytical department of United metallurgical company Boris Ilichev.
Another case is a pharmaceutical retailer trading in Moscow and St. -Petersburg First aid. The chain is a part of a holding company which also includes transport assets. «Our partners within the holding deal with our goods flows; therefore, the transport expenditure of First aid is as much as labor compensation fund of people involved», says logistics director of the company Alexandr Leontyev. The delivery scheme of medicines to supermarkets is built in the following way. Suppliers transport goods to a distribution centre of First aid; then medicines are delivered to shops by trucks of a holding-related carrier. Supply chain management with its stock managing, documents and other necessary procedures is operated by the First aid staff. «We’re going to expand our chain in regions, but only in those where the holding already works and consequently, where respectively our transport needs can be covered by our mother structure», concludes Mr. Leontyev, adding that First aid, nonetheless, uses outsourcing in delivering goods from Moscow to St. Petersburg: in the common turnover it takes a share of less than 0.5%.
A boost will inevitably come
So 3PL providing, in other words, a full outsourcing in logistics, is not in a strong position in Russia. Poor infrastructure, particularly in information technologies, lack of cooperation experience between customers and providers, as well as the small number of companies with commensurate abilities, contribute to the conclusion that a breakthrough in the industry will not come soon. Leonid Zondberg speaks about active development of a retail sector, first of all, its regional expansion. «Thanks to the economic growth and the favorable investment climate, major foreign retailers are coming here. After having conquered the capital, they are moving to regions where they demand the same level of service, as they are already used to. So international and Russian 3PL providers are also going to move to regions where their services will be needed.
IVAN STUPACHENKO
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Exceeding Given Results
During 9 months of 2006 Russian Railways transported over 970 mln.tons of cargo with growth of 3.2% compared to the analogous period of 2005. Speaking of the results achieved in 3 quarters of 2006, Vladimir Yakunin, OAO RZD President, highlightened the fact that the company managed to reach medium-day rate of load worth 3.7 mln.tons. As a result, transportation volumes growth exceeded the planned dynamics by 2.8%. At the same time, OAO RZD increased profits, since profitable cargo load boosted by almost 5%, including ferrous metals growth (+10.8%), oil and products (+4.4%), motor cars and metal constructions: +16.2% and +16.8% respectively.
The structure of load has not changed significantly. Most part still belongs to coal (21.6%), oil (17.4%), construction materials (15.8%), ore (8.3%), and timber (5.2%).
The most significant growth was achieved by such railways as the Krasnoyarsk (+9.3%), the South-Ural (Yuzhno-Uralskaya) (+6%), the Transbaikal (Zabaikalskaya) (+5.8%), the South-Eastern (Yugo-Vostochnaya) (+5.3%), the Sverdlovsk (+5.2%) and the North-Caucasian (Severo-Kavkazskaya) (+4.8%). The specifics of these railways functioning and the success made in key cargo nomenclatures loading are reflected in figures of aggregate loading volumes for the same nomenclature positions made by the whole network in general.
Thus, coal takes leadership in loading structure for such railways as the Krasnoyarsk, the South-Ural and the North-Caucasian railways. In general, coal loading volumes from the start of the year increased by 4% (or +8 mlntons). At the same time, despite the fact that theWest-Siberian railway does not join leaders in terms of additional transportation volumes attraction compared to the beginning of the year, since it has increased volumes only by 3.3% only, it is precisely railway men working in Kuzbass region who should be praised for additional coal flow attraction. This region gives about 50% of coal for the country and 80% of Russian export of coal. The Kansko-Achinsk basin served by the Krasnoyarsk railway performs as another potent region.
In general, according to experts, basic coal regions of Russia show the following results: Siberia – 66.8%; Far East – 12.9%; Ural and European part of the country – 4.3% and 15.6% respectively. Since the beginning of the year, the coal mining sector in Russia has increased by 4.5%. At the same time, the progress made by leading coal basins of Russia, such as Kuznetsk and Kansko-Achinsk, amounted to 5.7% and 9.5% respectively.
Fuel for Europe
It is a significant fact that fuel export is developing rapidly in comparison with domestic coal suppliers. According to the Federal State Control Department of Fuel Energy Complex of Russia, about 59 mln.tons of coal was exported abroad (+15.6% year-on-year). About 6.4 mln. (+5,8%) was exported to the CIS and Baltic countries. At the same time domestic market supplies increased by only 2% (aggregate volume of 141.7 mln.tons). This can be explained by the undeveloped demand for coal on the domestic market. Major coal customers have traditionally been power stations (over 50% in the structure of domestic supplies). Despite the fact that power stations increased their orders by 4.6% year-on-year, this is mainly a consequence of the state policy rather than objective market factors.
Thus, according to experts, norms of coal recourses at a Russian power station are exceeded by 18.7% already. That is the reason one should not count on eager domestic market interest in coal production in the nearest future. It is quite obvious Russian coal developers will be activating on the foreign markets further on. Russia’s participation on the international coal markets makes about 12%, and on Western Europe markets – 35%.
In its turn, this conclusion is backed up by Russian Railways data. According to official statistics, coal export boosted by 14.4%, and thus, export transportation jumped by almost 33%. Incidentally, coal is a typical nomenclature of Russian export transported by railways. Its share in the structure of foreign trade transportation amounts to almost 26%. At the same time, in September, at the peak of the so-called «north importing period», Russian railways faced serious problems with coal transportation. October showed results worth one million of coal out of planned transportation volumes. If last year the problem was explained by the change of pricing for coal, this year it is explained by a totally different reason, i.e. shortage of rolling stock.
At the end of 2005 consumption prices for coal had grown significantly before they stopped and experts came to the conclusion that world markets were saturated with this product, which meant a threat for the Russian coal sector in terms of export contracts. At that moment the coal sector business men made a proposal to the RF Government to re-consider railway tariffs for coal transportation in order to make Russian coal competitive on the foreign markets. This proposal was considered positively and transport component for coal railway transportation decreased: at present it amounts to 29.9% for domestic transportation, 37.5% for export via the ports of Russia and 37.2% for export transportation via the border crossings. At the same time, in the structure of coal export cargo flow, the share of cargo transported via Russian terminals amounts to 46%, whereof 49.3% go to the ports of the North-West basin and 41.4% - to the ports of the Far East. This kind of re-distribution is caused by the port of Ust Luga being put into operation and other North-West ports expanding their capacities.
Due to the fact that Western Siberia deposits are equally far from the above-mentioned ports, it is quite clear that the tariff policy does not influence logistic solutions made by cargo owners. A significant factor in this respect is the chosen target market. Until demands for Russian coal at both Asian and European markets are quite equal, there will be no crucial competition that would threaten Russian railways with re-distribution of cargo flows and dense loading in chosen direction.
Development at the expense of domestic market
The instability of consumer markets is a serious danger for the transport sector. It is totally proved by the situation that occurred this year on the market of ferrous metals export transportation. Last year China acquired enough production of this sort to saturate domestic markets; moreover, it developed its national metallurgic industry so intensively that it gave the country a chance to position itself as a biggest exporter. It resulted in the shortening of cargo turnover for Far East ports. In particular, cargo handling volumes in Vladivostok commercial sea port, a key port of the region (from the point of view of capacities for ferrous metal handling) dropped at one fourth.
Generally speaking, in the structure of export cargo flow of ferrous metals, Russian ports handle about 74.1% (or 31.8% from aggregate loading volume). Consequently, 25.9% of export cargo flow (or 11.1% from transportation aggregate volume) is transported via border crossings. Almost one half of ferrous metals handled by the Russian ports is transported via terminals of the Azov-Black Sea basin, including about 33.4% transported via Novorossiysk transport junction.
In general, ferrous metals are one of the most dynamically growing cargo nomenclatures for railway transport from the beginning of this year. According to OAO RZD data, during the period of January to September, ferrous metals loading volume grew by 10.8% (or over 5.7 mln.tons).
The analogous figure (+10.7%) is a result of growth made by metallurgical industry in Russia in general. During 9 months of 2006 production dynamics of rolled ferrous metal made +7.4%, cast iron +7.6%, steel +7.2%, profiled and sheet +9.5% and +4.9% respectively.
The leaders list includes such most famous Russian industrial complexes as: ОАО Magnitogorsk Metallurgical Complex, ОАО Severstal – Cherepovets Metallurgical Complex, ОАО Novolipetsk Metallurgical Complex etc. In general, experts foresee a boost of finished steel by the end of the year production results will make 58 mln.tons (+6% year-on-year).
Steel pipes production shows most impressive dynamics of +18.3% year-on-year. In this respect, the leading complexes of the sector demonstrated the following results: ОАО Vyksunsky Metallurgical Works – +58.9%, ОАО Chelyabinsk Tube-Rolling Mill – +24.1%, ОАО Seversky Pipe Works – +11.1%, ОАО Taganrog Metallurgical Works – +9.9%. Experts explain such serious production increase by the urgent necessity in pipes experienced by the oil sector, machine engineering and building market. According to preliminary figures, steel pipe production in 2006 in general can amount to 7.5 mln.tons (+12% year-on-year).
Analyzing objective parameters of the ferrous metallurgy market, experts note a growing demand for production for machine engineering market, fuel-energy complex enterprises, shipbuilding, railway transport, and construction industry. Stable demand was shown by the machine engineering sector servicing agriculture and forestry.
At present, analysts say domestic consumption volume of finished steel amounts to 23.1 mln.tons (+16.3% year-on-year). At the same time, supplies of domestic rolled metal to the national market made 20.8 mln.tons (+18.7%). Domestic consumption of steel pipes increased by 27.5% year-on-year and pipes supplies to the national market increased by 28.3%.
Speaking of export, experts note a general increase by 8.9% worth USD 28.1 bn. Export supplies to the CIS and Baltic countries grew by 32.3%; however, export supplies to Europe dropped by 7%.
Stable Growth
Oil remains one of the dynamically growing nomenclatures. Oil and products railway loading volume has grown by 4.4% (7.2 mln.tons) since the beginning of the year. Experts say the tendency of shortening crude oil transportation share is still carrying on. Last year the share of crude oil in the structure of aggregate loading fluctuated at the level of 25%; this year 9 months results show only 19.6%. Thus, crude oil loading decreased by 3.3%, when oil products increased by 3.3%. Iron ore loading volumes are growing significantly (+8,8% year-on-year). It can be easily explained by the progressive dynamics of the metallurgical sector development. Construction material loading volumes dropped by 2.3% during the period of January-September 2006.
Chemical fertilizers manufactures are in an unstable position now. At the beginning of the year their production made 10.6 mln.tons (-3.7% year-on-year). This can be explained by the fact that industrial complexes underwent capital repairs. However, we can not exclude market factors. Thus, ОАО «Uralkali» postponed concluding contracts on production supplies for a long time in order to make profitable pricing. The artificial deficit brought its results. Export of potash fertilizers increased by 8%, calcium phosphate – by 18.8%. At the same time export of ammonia, nitrogen and phosphate fertilizers grew by 31.3%, 4.7% and 1.5% respectively.
In timber transportation loading volumes are dropping a bit. In 2005 this sector showed increase of 8%, 9 months results now showed increase of only 2.5% (1.2 mln.tons). Loading volumes of timber logs in aggregate structure is beginning to increase. According to OAO RZD Transport Services Center, from January to September, logs loading increased by 4.2%, and its share made 75%. At the same time the loading of sawn timber increased by 3,5% only. Speaking of timber export, it should be said its dynamics remains quite high (+10.9%), and export share in the volume of transportation reached 58.4%, 77.1% of which is transported via the Russian border crossings. The share of transportation implemented via border crossings neighboring China and Mongolia amounted to 55.3%, and neighboring Finland and Baltic countries– 24.1% and 7.9% respectively.
At the same time, statistics of the Ministry of Industry and Energy of Russia are a matter of interest, since they focus on the decrease of logs production, which during 9 months of 2006 dropped by 6.1% year-on-year. Sawn timber also dropped by 4.6%. Thus, it is quite logical to presume that timber railway transportation growth in 2006 was possible due to resources accumulated in 2005. Indirectly it is proved by railway transportation statistics for Q1 of 2006 results, where loading growth was indicated at the level of 13%.
At the same time a positive tendency of this period was the growth of processing volumes production and, as a result, its transportation volumes growth as well. Thus, from January to September 2006 growth of timber processing production made 2.1%, while cellulose-paper production increased by 5.1%.
October warning
Speaking of forecasts for the end of the year, railway experts hope for a certain growth and obtaining the planned results set by ОАО RZD Board, i.e. providing positive dynamics of loading of +2.8%.
However, at present one can ask plenty of questions. The problem lies in the fact that, despite completing ten months of the year with loading volume increase of +3.1% year-on-year, this October happened to become an extraordinary complicated and hard month for ОАО RZD. The company regularly underwent critical situations threatening the fulfillment of their set plans: cargo consignors were furious about ОАО RZD refusals to transport their cargo due to lack of rolling stock. The problem is that, according to basics of Railway Transport Regulations of Russia, ОАО RZD performs as a public carrier and does not have a right to refuse any cargo transportation, excluding those cases when it is impossible to do due to lack of technical capacities. In October, as was said by most of cargo consignors, this formula was frequently used. They were offered to switch their transportation volumes to private rolling stock, even if it was quite hard to do also due to the shortage of the latter in volumes required.
Nowadays about 300 thousand private cars run on Russian railways. The inventory park of ОАО RZD operates 531 thousand units. However, the share of cars wear-and-tear is crucial and about 200 thousand cars should go out of service by 2010. Mostly, this concerns universal rolling stock, i.e. gondola cars determined for dynamically growing cargo transportation (coal and ferrous metals). It is quite important to mention that private cars participate in ferrous metals transportation at one third and make 34.3%, but 99% of transportation of coal, which is the least profitable cargo, is implemented by ОАО RZD cars.
In general, according to experts, at Russian Railways about 34.4% of aggregate cargo volume is transported by private or leased rolling stock. Private business is more active in such segments as fertilizers (67.8%), liquid oil bulk (64.3%), ore (56%), grain (36.7%), ferrous metals and timber (30.2%). Thus, it has become quite clear why OAO RZD representatives repeatedly focused on the problem of extraordinary profits made by companies-operators functioning in the transport sector of Russia and capturing its high-profitable segments. As opposed to ОАО RZD, independent transporters can offer clients tariff discounts worth the car component of the tariff. Moreover, railway men stress the idea of a necessary tariff deregulation depending on market factors.
Actually, the third stage of the sector restructuring envisages the elimination of crossed-subsiding both in respect of passenger/cargo transportation and low-profitable/high-profitable cargo transportation. As it was explained by the Federal Tariff Service, today’s structure of the acting Tariff Regulation 10-01 is as follows: the prime-cost of transportation is connected immediately with the group of second class cargo. Consequently, cheap cargo is transported on first class tariffs, while expensive cargo is regarded as third class and transported on terms exceeding prime-cost, which leads to a conditional profitability of cargo transportation for the whole sector. On the one hand, this approach is based on the peculiarities of the national industry geography. The situation when raw material bases are located far from international markets leads to the fact that at the present moment prices for coal, construction material and timber transport component amounts to 3-50%. At the same time, this figure is incredibly low for high-profitable cargo. Thus, during ferrous metals domestic transportation, the transport component amounts to 4.2%, and during export transportation – to 6%. Speaking of the liquid oil bulk, we face a similar situation: 4.4% for domestic transportation and export transportation – 4.7% and 6.9% depending on crossings (Russian ports /border crossings).
On the other hand, this approach can only be explained from the state strategy point of view. From the point of view of OAO RZD activities as a joint-stock market company, it cannot be used efficiently. That is why the problem of state support for socially important cargo transportation in the form of compensations (like in the case of passenger transportation, for example) or direct investment into strategically important sectors is discussed more and more often. However, the decision has not been made yet.
As a result, ОАО RZD complains about unequal conditions compared to private business, as well as the inability to cope with competition and, consequently, the necessity to function in low-profitable segments getting no or little profit, which is not enough for rolling park renewal. That is a crucially important problem for the company nowadays.
Where is gondola car?
Among reasons that provoked the October crisis, several problems are mentioned by experts. Firstly, it is the fact that late in autumn all gondola cars are totally loaded in order to transport coal in time considering the forthcoming winter. Secondly, a tricky situation concerning cars unloading occurred in the ports. According to OAO RZD Transport Services Center, starting from the beginning of the year, railways losses of unloading volumes caused by conventional bans that have to do with cars over-staying in the port stations grew 3-4 fold year-on-year. Financial losses increased by 4.4 times. In particular, among reasons that led to this situation the following ones were given: occupied warehouses and storage capacities for oil products; unplanned cargo arrival and unsatisfactory unloading, as well as vessels arriving without accordance to the plan. Moreover, according to OAO RZD Transportation Control Department, no vessel arrived on time during summer period. Delays amounted to one-ten days.
However, the most obvious answer to the question where gondola cars disappeared is likely to be the extraordinary fast process of cars leaving the inventory park. From the cargo consignors’ point of view, it often happens that rolling stock can not be provided, since it breaks necessary standards. Thus, we face a situation when the car seems to be operational as it is not out of the fleet yet, but it cannot be loaded either. The last issue that deserves special attention is that the loading volumes increase is not so significant to make inventory park capacities together with dynamically growing private parks fail. Moreover, now in technological respect railways function perfectly. Since the beginning of the year the car turnover grew by 1.2 hour, in other terms, this amounts to 880 thousand of empty cars. Also the sector speed, locomotive production, and marshalling yards functioning were enhanced, while the speed of trains passing the borders of neighboring countries increased by 7%. All this gave a positive economic result. However, there is still a shortage of cars. This process has already started.
TATYANA TOKAREVA
[~DETAIL_TEXT] =>
Exceeding Given Results
During 9 months of 2006 Russian Railways transported over 970 mln.tons of cargo with growth of 3.2% compared to the analogous period of 2005. Speaking of the results achieved in 3 quarters of 2006, Vladimir Yakunin, OAO RZD President, highlightened the fact that the company managed to reach medium-day rate of load worth 3.7 mln.tons. As a result, transportation volumes growth exceeded the planned dynamics by 2.8%. At the same time, OAO RZD increased profits, since profitable cargo load boosted by almost 5%, including ferrous metals growth (+10.8%), oil and products (+4.4%), motor cars and metal constructions: +16.2% and +16.8% respectively.
The structure of load has not changed significantly. Most part still belongs to coal (21.6%), oil (17.4%), construction materials (15.8%), ore (8.3%), and timber (5.2%).
The most significant growth was achieved by such railways as the Krasnoyarsk (+9.3%), the South-Ural (Yuzhno-Uralskaya) (+6%), the Transbaikal (Zabaikalskaya) (+5.8%), the South-Eastern (Yugo-Vostochnaya) (+5.3%), the Sverdlovsk (+5.2%) and the North-Caucasian (Severo-Kavkazskaya) (+4.8%). The specifics of these railways functioning and the success made in key cargo nomenclatures loading are reflected in figures of aggregate loading volumes for the same nomenclature positions made by the whole network in general.
Thus, coal takes leadership in loading structure for such railways as the Krasnoyarsk, the South-Ural and the North-Caucasian railways. In general, coal loading volumes from the start of the year increased by 4% (or +8 mlntons). At the same time, despite the fact that theWest-Siberian railway does not join leaders in terms of additional transportation volumes attraction compared to the beginning of the year, since it has increased volumes only by 3.3% only, it is precisely railway men working in Kuzbass region who should be praised for additional coal flow attraction. This region gives about 50% of coal for the country and 80% of Russian export of coal. The Kansko-Achinsk basin served by the Krasnoyarsk railway performs as another potent region.
In general, according to experts, basic coal regions of Russia show the following results: Siberia – 66.8%; Far East – 12.9%; Ural and European part of the country – 4.3% and 15.6% respectively. Since the beginning of the year, the coal mining sector in Russia has increased by 4.5%. At the same time, the progress made by leading coal basins of Russia, such as Kuznetsk and Kansko-Achinsk, amounted to 5.7% and 9.5% respectively.
Fuel for Europe
It is a significant fact that fuel export is developing rapidly in comparison with domestic coal suppliers. According to the Federal State Control Department of Fuel Energy Complex of Russia, about 59 mln.tons of coal was exported abroad (+15.6% year-on-year). About 6.4 mln. (+5,8%) was exported to the CIS and Baltic countries. At the same time domestic market supplies increased by only 2% (aggregate volume of 141.7 mln.tons). This can be explained by the undeveloped demand for coal on the domestic market. Major coal customers have traditionally been power stations (over 50% in the structure of domestic supplies). Despite the fact that power stations increased their orders by 4.6% year-on-year, this is mainly a consequence of the state policy rather than objective market factors.
Thus, according to experts, norms of coal recourses at a Russian power station are exceeded by 18.7% already. That is the reason one should not count on eager domestic market interest in coal production in the nearest future. It is quite obvious Russian coal developers will be activating on the foreign markets further on. Russia’s participation on the international coal markets makes about 12%, and on Western Europe markets – 35%.
In its turn, this conclusion is backed up by Russian Railways data. According to official statistics, coal export boosted by 14.4%, and thus, export transportation jumped by almost 33%. Incidentally, coal is a typical nomenclature of Russian export transported by railways. Its share in the structure of foreign trade transportation amounts to almost 26%. At the same time, in September, at the peak of the so-called «north importing period», Russian railways faced serious problems with coal transportation. October showed results worth one million of coal out of planned transportation volumes. If last year the problem was explained by the change of pricing for coal, this year it is explained by a totally different reason, i.e. shortage of rolling stock.
At the end of 2005 consumption prices for coal had grown significantly before they stopped and experts came to the conclusion that world markets were saturated with this product, which meant a threat for the Russian coal sector in terms of export contracts. At that moment the coal sector business men made a proposal to the RF Government to re-consider railway tariffs for coal transportation in order to make Russian coal competitive on the foreign markets. This proposal was considered positively and transport component for coal railway transportation decreased: at present it amounts to 29.9% for domestic transportation, 37.5% for export via the ports of Russia and 37.2% for export transportation via the border crossings. At the same time, in the structure of coal export cargo flow, the share of cargo transported via Russian terminals amounts to 46%, whereof 49.3% go to the ports of the North-West basin and 41.4% - to the ports of the Far East. This kind of re-distribution is caused by the port of Ust Luga being put into operation and other North-West ports expanding their capacities.
Due to the fact that Western Siberia deposits are equally far from the above-mentioned ports, it is quite clear that the tariff policy does not influence logistic solutions made by cargo owners. A significant factor in this respect is the chosen target market. Until demands for Russian coal at both Asian and European markets are quite equal, there will be no crucial competition that would threaten Russian railways with re-distribution of cargo flows and dense loading in chosen direction.
Development at the expense of domestic market
The instability of consumer markets is a serious danger for the transport sector. It is totally proved by the situation that occurred this year on the market of ferrous metals export transportation. Last year China acquired enough production of this sort to saturate domestic markets; moreover, it developed its national metallurgic industry so intensively that it gave the country a chance to position itself as a biggest exporter. It resulted in the shortening of cargo turnover for Far East ports. In particular, cargo handling volumes in Vladivostok commercial sea port, a key port of the region (from the point of view of capacities for ferrous metal handling) dropped at one fourth.
Generally speaking, in the structure of export cargo flow of ferrous metals, Russian ports handle about 74.1% (or 31.8% from aggregate loading volume). Consequently, 25.9% of export cargo flow (or 11.1% from transportation aggregate volume) is transported via border crossings. Almost one half of ferrous metals handled by the Russian ports is transported via terminals of the Azov-Black Sea basin, including about 33.4% transported via Novorossiysk transport junction.
In general, ferrous metals are one of the most dynamically growing cargo nomenclatures for railway transport from the beginning of this year. According to OAO RZD data, during the period of January to September, ferrous metals loading volume grew by 10.8% (or over 5.7 mln.tons).
The analogous figure (+10.7%) is a result of growth made by metallurgical industry in Russia in general. During 9 months of 2006 production dynamics of rolled ferrous metal made +7.4%, cast iron +7.6%, steel +7.2%, profiled and sheet +9.5% and +4.9% respectively.
The leaders list includes such most famous Russian industrial complexes as: ОАО Magnitogorsk Metallurgical Complex, ОАО Severstal – Cherepovets Metallurgical Complex, ОАО Novolipetsk Metallurgical Complex etc. In general, experts foresee a boost of finished steel by the end of the year production results will make 58 mln.tons (+6% year-on-year).
Steel pipes production shows most impressive dynamics of +18.3% year-on-year. In this respect, the leading complexes of the sector demonstrated the following results: ОАО Vyksunsky Metallurgical Works – +58.9%, ОАО Chelyabinsk Tube-Rolling Mill – +24.1%, ОАО Seversky Pipe Works – +11.1%, ОАО Taganrog Metallurgical Works – +9.9%. Experts explain such serious production increase by the urgent necessity in pipes experienced by the oil sector, machine engineering and building market. According to preliminary figures, steel pipe production in 2006 in general can amount to 7.5 mln.tons (+12% year-on-year).
Analyzing objective parameters of the ferrous metallurgy market, experts note a growing demand for production for machine engineering market, fuel-energy complex enterprises, shipbuilding, railway transport, and construction industry. Stable demand was shown by the machine engineering sector servicing agriculture and forestry.
At present, analysts say domestic consumption volume of finished steel amounts to 23.1 mln.tons (+16.3% year-on-year). At the same time, supplies of domestic rolled metal to the national market made 20.8 mln.tons (+18.7%). Domestic consumption of steel pipes increased by 27.5% year-on-year and pipes supplies to the national market increased by 28.3%.
Speaking of export, experts note a general increase by 8.9% worth USD 28.1 bn. Export supplies to the CIS and Baltic countries grew by 32.3%; however, export supplies to Europe dropped by 7%.
Stable Growth
Oil remains one of the dynamically growing nomenclatures. Oil and products railway loading volume has grown by 4.4% (7.2 mln.tons) since the beginning of the year. Experts say the tendency of shortening crude oil transportation share is still carrying on. Last year the share of crude oil in the structure of aggregate loading fluctuated at the level of 25%; this year 9 months results show only 19.6%. Thus, crude oil loading decreased by 3.3%, when oil products increased by 3.3%. Iron ore loading volumes are growing significantly (+8,8% year-on-year). It can be easily explained by the progressive dynamics of the metallurgical sector development. Construction material loading volumes dropped by 2.3% during the period of January-September 2006.
Chemical fertilizers manufactures are in an unstable position now. At the beginning of the year their production made 10.6 mln.tons (-3.7% year-on-year). This can be explained by the fact that industrial complexes underwent capital repairs. However, we can not exclude market factors. Thus, ОАО «Uralkali» postponed concluding contracts on production supplies for a long time in order to make profitable pricing. The artificial deficit brought its results. Export of potash fertilizers increased by 8%, calcium phosphate – by 18.8%. At the same time export of ammonia, nitrogen and phosphate fertilizers grew by 31.3%, 4.7% and 1.5% respectively.
In timber transportation loading volumes are dropping a bit. In 2005 this sector showed increase of 8%, 9 months results now showed increase of only 2.5% (1.2 mln.tons). Loading volumes of timber logs in aggregate structure is beginning to increase. According to OAO RZD Transport Services Center, from January to September, logs loading increased by 4.2%, and its share made 75%. At the same time the loading of sawn timber increased by 3,5% only. Speaking of timber export, it should be said its dynamics remains quite high (+10.9%), and export share in the volume of transportation reached 58.4%, 77.1% of which is transported via the Russian border crossings. The share of transportation implemented via border crossings neighboring China and Mongolia amounted to 55.3%, and neighboring Finland and Baltic countries– 24.1% and 7.9% respectively.
At the same time, statistics of the Ministry of Industry and Energy of Russia are a matter of interest, since they focus on the decrease of logs production, which during 9 months of 2006 dropped by 6.1% year-on-year. Sawn timber also dropped by 4.6%. Thus, it is quite logical to presume that timber railway transportation growth in 2006 was possible due to resources accumulated in 2005. Indirectly it is proved by railway transportation statistics for Q1 of 2006 results, where loading growth was indicated at the level of 13%.
At the same time a positive tendency of this period was the growth of processing volumes production and, as a result, its transportation volumes growth as well. Thus, from January to September 2006 growth of timber processing production made 2.1%, while cellulose-paper production increased by 5.1%.
October warning
Speaking of forecasts for the end of the year, railway experts hope for a certain growth and obtaining the planned results set by ОАО RZD Board, i.e. providing positive dynamics of loading of +2.8%.
However, at present one can ask plenty of questions. The problem lies in the fact that, despite completing ten months of the year with loading volume increase of +3.1% year-on-year, this October happened to become an extraordinary complicated and hard month for ОАО RZD. The company regularly underwent critical situations threatening the fulfillment of their set plans: cargo consignors were furious about ОАО RZD refusals to transport their cargo due to lack of rolling stock. The problem is that, according to basics of Railway Transport Regulations of Russia, ОАО RZD performs as a public carrier and does not have a right to refuse any cargo transportation, excluding those cases when it is impossible to do due to lack of technical capacities. In October, as was said by most of cargo consignors, this formula was frequently used. They were offered to switch their transportation volumes to private rolling stock, even if it was quite hard to do also due to the shortage of the latter in volumes required.
Nowadays about 300 thousand private cars run on Russian railways. The inventory park of ОАО RZD operates 531 thousand units. However, the share of cars wear-and-tear is crucial and about 200 thousand cars should go out of service by 2010. Mostly, this concerns universal rolling stock, i.e. gondola cars determined for dynamically growing cargo transportation (coal and ferrous metals). It is quite important to mention that private cars participate in ferrous metals transportation at one third and make 34.3%, but 99% of transportation of coal, which is the least profitable cargo, is implemented by ОАО RZD cars.
In general, according to experts, at Russian Railways about 34.4% of aggregate cargo volume is transported by private or leased rolling stock. Private business is more active in such segments as fertilizers (67.8%), liquid oil bulk (64.3%), ore (56%), grain (36.7%), ferrous metals and timber (30.2%). Thus, it has become quite clear why OAO RZD representatives repeatedly focused on the problem of extraordinary profits made by companies-operators functioning in the transport sector of Russia and capturing its high-profitable segments. As opposed to ОАО RZD, independent transporters can offer clients tariff discounts worth the car component of the tariff. Moreover, railway men stress the idea of a necessary tariff deregulation depending on market factors.
Actually, the third stage of the sector restructuring envisages the elimination of crossed-subsiding both in respect of passenger/cargo transportation and low-profitable/high-profitable cargo transportation. As it was explained by the Federal Tariff Service, today’s structure of the acting Tariff Regulation 10-01 is as follows: the prime-cost of transportation is connected immediately with the group of second class cargo. Consequently, cheap cargo is transported on first class tariffs, while expensive cargo is regarded as third class and transported on terms exceeding prime-cost, which leads to a conditional profitability of cargo transportation for the whole sector. On the one hand, this approach is based on the peculiarities of the national industry geography. The situation when raw material bases are located far from international markets leads to the fact that at the present moment prices for coal, construction material and timber transport component amounts to 3-50%. At the same time, this figure is incredibly low for high-profitable cargo. Thus, during ferrous metals domestic transportation, the transport component amounts to 4.2%, and during export transportation – to 6%. Speaking of the liquid oil bulk, we face a similar situation: 4.4% for domestic transportation and export transportation – 4.7% and 6.9% depending on crossings (Russian ports /border crossings).
On the other hand, this approach can only be explained from the state strategy point of view. From the point of view of OAO RZD activities as a joint-stock market company, it cannot be used efficiently. That is why the problem of state support for socially important cargo transportation in the form of compensations (like in the case of passenger transportation, for example) or direct investment into strategically important sectors is discussed more and more often. However, the decision has not been made yet.
As a result, ОАО RZD complains about unequal conditions compared to private business, as well as the inability to cope with competition and, consequently, the necessity to function in low-profitable segments getting no or little profit, which is not enough for rolling park renewal. That is a crucially important problem for the company nowadays.
Where is gondola car?
Among reasons that provoked the October crisis, several problems are mentioned by experts. Firstly, it is the fact that late in autumn all gondola cars are totally loaded in order to transport coal in time considering the forthcoming winter. Secondly, a tricky situation concerning cars unloading occurred in the ports. According to OAO RZD Transport Services Center, starting from the beginning of the year, railways losses of unloading volumes caused by conventional bans that have to do with cars over-staying in the port stations grew 3-4 fold year-on-year. Financial losses increased by 4.4 times. In particular, among reasons that led to this situation the following ones were given: occupied warehouses and storage capacities for oil products; unplanned cargo arrival and unsatisfactory unloading, as well as vessels arriving without accordance to the plan. Moreover, according to OAO RZD Transportation Control Department, no vessel arrived on time during summer period. Delays amounted to one-ten days.
However, the most obvious answer to the question where gondola cars disappeared is likely to be the extraordinary fast process of cars leaving the inventory park. From the cargo consignors’ point of view, it often happens that rolling stock can not be provided, since it breaks necessary standards. Thus, we face a situation when the car seems to be operational as it is not out of the fleet yet, but it cannot be loaded either. The last issue that deserves special attention is that the loading volumes increase is not so significant to make inventory park capacities together with dynamically growing private parks fail. Moreover, now in technological respect railways function perfectly. Since the beginning of the year the car turnover grew by 1.2 hour, in other terms, this amounts to 880 thousand of empty cars. Also the sector speed, locomotive production, and marshalling yards functioning were enhanced, while the speed of trains passing the borders of neighboring countries increased by 7%. All this gave a positive economic result. However, there is still a shortage of cars. This process has already started.
TATYANA TOKAREVA
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Exceeding Given Results
During 9 months of 2006 Russian Railways transported over 970 mln.tons of cargo with growth of 3.2% compared to the analogous period of 2005. Speaking of the results achieved in 3 quarters of 2006, Vladimir Yakunin, OAO RZD President, highlightened the fact that the company managed to reach medium-day rate of load worth 3.7 mln.tons. As a result, transportation volumes growth exceeded the planned dynamics by 2.8%. At the same time, OAO RZD increased profits, since profitable cargo load boosted by almost 5%, including ferrous metals growth (+10.8%), oil and products (+4.4%), motor cars and metal constructions: +16.2% and +16.8% respectively.
The structure of load has not changed significantly. Most part still belongs to coal (21.6%), oil (17.4%), construction materials (15.8%), ore (8.3%), and timber (5.2%).
The most significant growth was achieved by such railways as the Krasnoyarsk (+9.3%), the South-Ural (Yuzhno-Uralskaya) (+6%), the Transbaikal (Zabaikalskaya) (+5.8%), the South-Eastern (Yugo-Vostochnaya) (+5.3%), the Sverdlovsk (+5.2%) and the North-Caucasian (Severo-Kavkazskaya) (+4.8%). The specifics of these railways functioning and the success made in key cargo nomenclatures loading are reflected in figures of aggregate loading volumes for the same nomenclature positions made by the whole network in general.
Thus, coal takes leadership in loading structure for such railways as the Krasnoyarsk, the South-Ural and the North-Caucasian railways. In general, coal loading volumes from the start of the year increased by 4% (or +8 mlntons). At the same time, despite the fact that theWest-Siberian railway does not join leaders in terms of additional transportation volumes attraction compared to the beginning of the year, since it has increased volumes only by 3.3% only, it is precisely railway men working in Kuzbass region who should be praised for additional coal flow attraction. This region gives about 50% of coal for the country and 80% of Russian export of coal. The Kansko-Achinsk basin served by the Krasnoyarsk railway performs as another potent region.
In general, according to experts, basic coal regions of Russia show the following results: Siberia – 66.8%; Far East – 12.9%; Ural and European part of the country – 4.3% and 15.6% respectively. Since the beginning of the year, the coal mining sector in Russia has increased by 4.5%. At the same time, the progress made by leading coal basins of Russia, such as Kuznetsk and Kansko-Achinsk, amounted to 5.7% and 9.5% respectively.
Fuel for Europe
It is a significant fact that fuel export is developing rapidly in comparison with domestic coal suppliers. According to the Federal State Control Department of Fuel Energy Complex of Russia, about 59 mln.tons of coal was exported abroad (+15.6% year-on-year). About 6.4 mln. (+5,8%) was exported to the CIS and Baltic countries. At the same time domestic market supplies increased by only 2% (aggregate volume of 141.7 mln.tons). This can be explained by the undeveloped demand for coal on the domestic market. Major coal customers have traditionally been power stations (over 50% in the structure of domestic supplies). Despite the fact that power stations increased their orders by 4.6% year-on-year, this is mainly a consequence of the state policy rather than objective market factors.
Thus, according to experts, norms of coal recourses at a Russian power station are exceeded by 18.7% already. That is the reason one should not count on eager domestic market interest in coal production in the nearest future. It is quite obvious Russian coal developers will be activating on the foreign markets further on. Russia’s participation on the international coal markets makes about 12%, and on Western Europe markets – 35%.
In its turn, this conclusion is backed up by Russian Railways data. According to official statistics, coal export boosted by 14.4%, and thus, export transportation jumped by almost 33%. Incidentally, coal is a typical nomenclature of Russian export transported by railways. Its share in the structure of foreign trade transportation amounts to almost 26%. At the same time, in September, at the peak of the so-called «north importing period», Russian railways faced serious problems with coal transportation. October showed results worth one million of coal out of planned transportation volumes. If last year the problem was explained by the change of pricing for coal, this year it is explained by a totally different reason, i.e. shortage of rolling stock.
At the end of 2005 consumption prices for coal had grown significantly before they stopped and experts came to the conclusion that world markets were saturated with this product, which meant a threat for the Russian coal sector in terms of export contracts. At that moment the coal sector business men made a proposal to the RF Government to re-consider railway tariffs for coal transportation in order to make Russian coal competitive on the foreign markets. This proposal was considered positively and transport component for coal railway transportation decreased: at present it amounts to 29.9% for domestic transportation, 37.5% for export via the ports of Russia and 37.2% for export transportation via the border crossings. At the same time, in the structure of coal export cargo flow, the share of cargo transported via Russian terminals amounts to 46%, whereof 49.3% go to the ports of the North-West basin and 41.4% - to the ports of the Far East. This kind of re-distribution is caused by the port of Ust Luga being put into operation and other North-West ports expanding their capacities.
Due to the fact that Western Siberia deposits are equally far from the above-mentioned ports, it is quite clear that the tariff policy does not influence logistic solutions made by cargo owners. A significant factor in this respect is the chosen target market. Until demands for Russian coal at both Asian and European markets are quite equal, there will be no crucial competition that would threaten Russian railways with re-distribution of cargo flows and dense loading in chosen direction.
Development at the expense of domestic market
The instability of consumer markets is a serious danger for the transport sector. It is totally proved by the situation that occurred this year on the market of ferrous metals export transportation. Last year China acquired enough production of this sort to saturate domestic markets; moreover, it developed its national metallurgic industry so intensively that it gave the country a chance to position itself as a biggest exporter. It resulted in the shortening of cargo turnover for Far East ports. In particular, cargo handling volumes in Vladivostok commercial sea port, a key port of the region (from the point of view of capacities for ferrous metal handling) dropped at one fourth.
Generally speaking, in the structure of export cargo flow of ferrous metals, Russian ports handle about 74.1% (or 31.8% from aggregate loading volume). Consequently, 25.9% of export cargo flow (or 11.1% from transportation aggregate volume) is transported via border crossings. Almost one half of ferrous metals handled by the Russian ports is transported via terminals of the Azov-Black Sea basin, including about 33.4% transported via Novorossiysk transport junction.
In general, ferrous metals are one of the most dynamically growing cargo nomenclatures for railway transport from the beginning of this year. According to OAO RZD data, during the period of January to September, ferrous metals loading volume grew by 10.8% (or over 5.7 mln.tons).
The analogous figure (+10.7%) is a result of growth made by metallurgical industry in Russia in general. During 9 months of 2006 production dynamics of rolled ferrous metal made +7.4%, cast iron +7.6%, steel +7.2%, profiled and sheet +9.5% and +4.9% respectively.
The leaders list includes such most famous Russian industrial complexes as: ОАО Magnitogorsk Metallurgical Complex, ОАО Severstal – Cherepovets Metallurgical Complex, ОАО Novolipetsk Metallurgical Complex etc. In general, experts foresee a boost of finished steel by the end of the year production results will make 58 mln.tons (+6% year-on-year).
Steel pipes production shows most impressive dynamics of +18.3% year-on-year. In this respect, the leading complexes of the sector demonstrated the following results: ОАО Vyksunsky Metallurgical Works – +58.9%, ОАО Chelyabinsk Tube-Rolling Mill – +24.1%, ОАО Seversky Pipe Works – +11.1%, ОАО Taganrog Metallurgical Works – +9.9%. Experts explain such serious production increase by the urgent necessity in pipes experienced by the oil sector, machine engineering and building market. According to preliminary figures, steel pipe production in 2006 in general can amount to 7.5 mln.tons (+12% year-on-year).
Analyzing objective parameters of the ferrous metallurgy market, experts note a growing demand for production for machine engineering market, fuel-energy complex enterprises, shipbuilding, railway transport, and construction industry. Stable demand was shown by the machine engineering sector servicing agriculture and forestry.
At present, analysts say domestic consumption volume of finished steel amounts to 23.1 mln.tons (+16.3% year-on-year). At the same time, supplies of domestic rolled metal to the national market made 20.8 mln.tons (+18.7%). Domestic consumption of steel pipes increased by 27.5% year-on-year and pipes supplies to the national market increased by 28.3%.
Speaking of export, experts note a general increase by 8.9% worth USD 28.1 bn. Export supplies to the CIS and Baltic countries grew by 32.3%; however, export supplies to Europe dropped by 7%.
Stable Growth
Oil remains one of the dynamically growing nomenclatures. Oil and products railway loading volume has grown by 4.4% (7.2 mln.tons) since the beginning of the year. Experts say the tendency of shortening crude oil transportation share is still carrying on. Last year the share of crude oil in the structure of aggregate loading fluctuated at the level of 25%; this year 9 months results show only 19.6%. Thus, crude oil loading decreased by 3.3%, when oil products increased by 3.3%. Iron ore loading volumes are growing significantly (+8,8% year-on-year). It can be easily explained by the progressive dynamics of the metallurgical sector development. Construction material loading volumes dropped by 2.3% during the period of January-September 2006.
Chemical fertilizers manufactures are in an unstable position now. At the beginning of the year their production made 10.6 mln.tons (-3.7% year-on-year). This can be explained by the fact that industrial complexes underwent capital repairs. However, we can not exclude market factors. Thus, ОАО «Uralkali» postponed concluding contracts on production supplies for a long time in order to make profitable pricing. The artificial deficit brought its results. Export of potash fertilizers increased by 8%, calcium phosphate – by 18.8%. At the same time export of ammonia, nitrogen and phosphate fertilizers grew by 31.3%, 4.7% and 1.5% respectively.
In timber transportation loading volumes are dropping a bit. In 2005 this sector showed increase of 8%, 9 months results now showed increase of only 2.5% (1.2 mln.tons). Loading volumes of timber logs in aggregate structure is beginning to increase. According to OAO RZD Transport Services Center, from January to September, logs loading increased by 4.2%, and its share made 75%. At the same time the loading of sawn timber increased by 3,5% only. Speaking of timber export, it should be said its dynamics remains quite high (+10.9%), and export share in the volume of transportation reached 58.4%, 77.1% of which is transported via the Russian border crossings. The share of transportation implemented via border crossings neighboring China and Mongolia amounted to 55.3%, and neighboring Finland and Baltic countries– 24.1% and 7.9% respectively.
At the same time, statistics of the Ministry of Industry and Energy of Russia are a matter of interest, since they focus on the decrease of logs production, which during 9 months of 2006 dropped by 6.1% year-on-year. Sawn timber also dropped by 4.6%. Thus, it is quite logical to presume that timber railway transportation growth in 2006 was possible due to resources accumulated in 2005. Indirectly it is proved by railway transportation statistics for Q1 of 2006 results, where loading growth was indicated at the level of 13%.
At the same time a positive tendency of this period was the growth of processing volumes production and, as a result, its transportation volumes growth as well. Thus, from January to September 2006 growth of timber processing production made 2.1%, while cellulose-paper production increased by 5.1%.
October warning
Speaking of forecasts for the end of the year, railway experts hope for a certain growth and obtaining the planned results set by ОАО RZD Board, i.e. providing positive dynamics of loading of +2.8%.
However, at present one can ask plenty of questions. The problem lies in the fact that, despite completing ten months of the year with loading volume increase of +3.1% year-on-year, this October happened to become an extraordinary complicated and hard month for ОАО RZD. The company regularly underwent critical situations threatening the fulfillment of their set plans: cargo consignors were furious about ОАО RZD refusals to transport their cargo due to lack of rolling stock. The problem is that, according to basics of Railway Transport Regulations of Russia, ОАО RZD performs as a public carrier and does not have a right to refuse any cargo transportation, excluding those cases when it is impossible to do due to lack of technical capacities. In October, as was said by most of cargo consignors, this formula was frequently used. They were offered to switch their transportation volumes to private rolling stock, even if it was quite hard to do also due to the shortage of the latter in volumes required.
Nowadays about 300 thousand private cars run on Russian railways. The inventory park of ОАО RZD operates 531 thousand units. However, the share of cars wear-and-tear is crucial and about 200 thousand cars should go out of service by 2010. Mostly, this concerns universal rolling stock, i.e. gondola cars determined for dynamically growing cargo transportation (coal and ferrous metals). It is quite important to mention that private cars participate in ferrous metals transportation at one third and make 34.3%, but 99% of transportation of coal, which is the least profitable cargo, is implemented by ОАО RZD cars.
In general, according to experts, at Russian Railways about 34.4% of aggregate cargo volume is transported by private or leased rolling stock. Private business is more active in such segments as fertilizers (67.8%), liquid oil bulk (64.3%), ore (56%), grain (36.7%), ferrous metals and timber (30.2%). Thus, it has become quite clear why OAO RZD representatives repeatedly focused on the problem of extraordinary profits made by companies-operators functioning in the transport sector of Russia and capturing its high-profitable segments. As opposed to ОАО RZD, independent transporters can offer clients tariff discounts worth the car component of the tariff. Moreover, railway men stress the idea of a necessary tariff deregulation depending on market factors.
Actually, the third stage of the sector restructuring envisages the elimination of crossed-subsiding both in respect of passenger/cargo transportation and low-profitable/high-profitable cargo transportation. As it was explained by the Federal Tariff Service, today’s structure of the acting Tariff Regulation 10-01 is as follows: the prime-cost of transportation is connected immediately with the group of second class cargo. Consequently, cheap cargo is transported on first class tariffs, while expensive cargo is regarded as third class and transported on terms exceeding prime-cost, which leads to a conditional profitability of cargo transportation for the whole sector. On the one hand, this approach is based on the peculiarities of the national industry geography. The situation when raw material bases are located far from international markets leads to the fact that at the present moment prices for coal, construction material and timber transport component amounts to 3-50%. At the same time, this figure is incredibly low for high-profitable cargo. Thus, during ferrous metals domestic transportation, the transport component amounts to 4.2%, and during export transportation – to 6%. Speaking of the liquid oil bulk, we face a similar situation: 4.4% for domestic transportation and export transportation – 4.7% and 6.9% depending on crossings (Russian ports /border crossings).
On the other hand, this approach can only be explained from the state strategy point of view. From the point of view of OAO RZD activities as a joint-stock market company, it cannot be used efficiently. That is why the problem of state support for socially important cargo transportation in the form of compensations (like in the case of passenger transportation, for example) or direct investment into strategically important sectors is discussed more and more often. However, the decision has not been made yet.
As a result, ОАО RZD complains about unequal conditions compared to private business, as well as the inability to cope with competition and, consequently, the necessity to function in low-profitable segments getting no or little profit, which is not enough for rolling park renewal. That is a crucially important problem for the company nowadays.
Where is gondola car?
Among reasons that provoked the October crisis, several problems are mentioned by experts. Firstly, it is the fact that late in autumn all gondola cars are totally loaded in order to transport coal in time considering the forthcoming winter. Secondly, a tricky situation concerning cars unloading occurred in the ports. According to OAO RZD Transport Services Center, starting from the beginning of the year, railways losses of unloading volumes caused by conventional bans that have to do with cars over-staying in the port stations grew 3-4 fold year-on-year. Financial losses increased by 4.4 times. In particular, among reasons that led to this situation the following ones were given: occupied warehouses and storage capacities for oil products; unplanned cargo arrival and unsatisfactory unloading, as well as vessels arriving without accordance to the plan. Moreover, according to OAO RZD Transportation Control Department, no vessel arrived on time during summer period. Delays amounted to one-ten days.
However, the most obvious answer to the question where gondola cars disappeared is likely to be the extraordinary fast process of cars leaving the inventory park. From the cargo consignors’ point of view, it often happens that rolling stock can not be provided, since it breaks necessary standards. Thus, we face a situation when the car seems to be operational as it is not out of the fleet yet, but it cannot be loaded either. The last issue that deserves special attention is that the loading volumes increase is not so significant to make inventory park capacities together with dynamically growing private parks fail. Moreover, now in technological respect railways function perfectly. Since the beginning of the year the car turnover grew by 1.2 hour, in other terms, this amounts to 880 thousand of empty cars. Also the sector speed, locomotive production, and marshalling yards functioning were enhanced, while the speed of trains passing the borders of neighboring countries increased by 7%. All this gave a positive economic result. However, there is still a shortage of cars. This process has already started.
TATYANA TOKAREVA
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Exceeding Given Results
During 9 months of 2006 Russian Railways transported over 970 mln.tons of cargo with growth of 3.2% compared to the analogous period of 2005. Speaking of the results achieved in 3 quarters of 2006, Vladimir Yakunin, OAO RZD President, highlightened the fact that the company managed to reach medium-day rate of load worth 3.7 mln.tons. As a result, transportation volumes growth exceeded the planned dynamics by 2.8%. At the same time, OAO RZD increased profits, since profitable cargo load boosted by almost 5%, including ferrous metals growth (+10.8%), oil and products (+4.4%), motor cars and metal constructions: +16.2% and +16.8% respectively.
The structure of load has not changed significantly. Most part still belongs to coal (21.6%), oil (17.4%), construction materials (15.8%), ore (8.3%), and timber (5.2%).
The most significant growth was achieved by such railways as the Krasnoyarsk (+9.3%), the South-Ural (Yuzhno-Uralskaya) (+6%), the Transbaikal (Zabaikalskaya) (+5.8%), the South-Eastern (Yugo-Vostochnaya) (+5.3%), the Sverdlovsk (+5.2%) and the North-Caucasian (Severo-Kavkazskaya) (+4.8%). The specifics of these railways functioning and the success made in key cargo nomenclatures loading are reflected in figures of aggregate loading volumes for the same nomenclature positions made by the whole network in general.
Thus, coal takes leadership in loading structure for such railways as the Krasnoyarsk, the South-Ural and the North-Caucasian railways. In general, coal loading volumes from the start of the year increased by 4% (or +8 mlntons). At the same time, despite the fact that theWest-Siberian railway does not join leaders in terms of additional transportation volumes attraction compared to the beginning of the year, since it has increased volumes only by 3.3% only, it is precisely railway men working in Kuzbass region who should be praised for additional coal flow attraction. This region gives about 50% of coal for the country and 80% of Russian export of coal. The Kansko-Achinsk basin served by the Krasnoyarsk railway performs as another potent region.
In general, according to experts, basic coal regions of Russia show the following results: Siberia – 66.8%; Far East – 12.9%; Ural and European part of the country – 4.3% and 15.6% respectively. Since the beginning of the year, the coal mining sector in Russia has increased by 4.5%. At the same time, the progress made by leading coal basins of Russia, such as Kuznetsk and Kansko-Achinsk, amounted to 5.7% and 9.5% respectively.
Fuel for Europe
It is a significant fact that fuel export is developing rapidly in comparison with domestic coal suppliers. According to the Federal State Control Department of Fuel Energy Complex of Russia, about 59 mln.tons of coal was exported abroad (+15.6% year-on-year). About 6.4 mln. (+5,8%) was exported to the CIS and Baltic countries. At the same time domestic market supplies increased by only 2% (aggregate volume of 141.7 mln.tons). This can be explained by the undeveloped demand for coal on the domestic market. Major coal customers have traditionally been power stations (over 50% in the structure of domestic supplies). Despite the fact that power stations increased their orders by 4.6% year-on-year, this is mainly a consequence of the state policy rather than objective market factors.
Thus, according to experts, norms of coal recourses at a Russian power station are exceeded by 18.7% already. That is the reason one should not count on eager domestic market interest in coal production in the nearest future. It is quite obvious Russian coal developers will be activating on the foreign markets further on. Russia’s participation on the international coal markets makes about 12%, and on Western Europe markets – 35%.
In its turn, this conclusion is backed up by Russian Railways data. According to official statistics, coal export boosted by 14.4%, and thus, export transportation jumped by almost 33%. Incidentally, coal is a typical nomenclature of Russian export transported by railways. Its share in the structure of foreign trade transportation amounts to almost 26%. At the same time, in September, at the peak of the so-called «north importing period», Russian railways faced serious problems with coal transportation. October showed results worth one million of coal out of planned transportation volumes. If last year the problem was explained by the change of pricing for coal, this year it is explained by a totally different reason, i.e. shortage of rolling stock.
At the end of 2005 consumption prices for coal had grown significantly before they stopped and experts came to the conclusion that world markets were saturated with this product, which meant a threat for the Russian coal sector in terms of export contracts. At that moment the coal sector business men made a proposal to the RF Government to re-consider railway tariffs for coal transportation in order to make Russian coal competitive on the foreign markets. This proposal was considered positively and transport component for coal railway transportation decreased: at present it amounts to 29.9% for domestic transportation, 37.5% for export via the ports of Russia and 37.2% for export transportation via the border crossings. At the same time, in the structure of coal export cargo flow, the share of cargo transported via Russian terminals amounts to 46%, whereof 49.3% go to the ports of the North-West basin and 41.4% - to the ports of the Far East. This kind of re-distribution is caused by the port of Ust Luga being put into operation and other North-West ports expanding their capacities.
Due to the fact that Western Siberia deposits are equally far from the above-mentioned ports, it is quite clear that the tariff policy does not influence logistic solutions made by cargo owners. A significant factor in this respect is the chosen target market. Until demands for Russian coal at both Asian and European markets are quite equal, there will be no crucial competition that would threaten Russian railways with re-distribution of cargo flows and dense loading in chosen direction.
Development at the expense of domestic market
The instability of consumer markets is a serious danger for the transport sector. It is totally proved by the situation that occurred this year on the market of ferrous metals export transportation. Last year China acquired enough production of this sort to saturate domestic markets; moreover, it developed its national metallurgic industry so intensively that it gave the country a chance to position itself as a biggest exporter. It resulted in the shortening of cargo turnover for Far East ports. In particular, cargo handling volumes in Vladivostok commercial sea port, a key port of the region (from the point of view of capacities for ferrous metal handling) dropped at one fourth.
Generally speaking, in the structure of export cargo flow of ferrous metals, Russian ports handle about 74.1% (or 31.8% from aggregate loading volume). Consequently, 25.9% of export cargo flow (or 11.1% from transportation aggregate volume) is transported via border crossings. Almost one half of ferrous metals handled by the Russian ports is transported via terminals of the Azov-Black Sea basin, including about 33.4% transported via Novorossiysk transport junction.
In general, ferrous metals are one of the most dynamically growing cargo nomenclatures for railway transport from the beginning of this year. According to OAO RZD data, during the period of January to September, ferrous metals loading volume grew by 10.8% (or over 5.7 mln.tons).
The analogous figure (+10.7%) is a result of growth made by metallurgical industry in Russia in general. During 9 months of 2006 production dynamics of rolled ferrous metal made +7.4%, cast iron +7.6%, steel +7.2%, profiled and sheet +9.5% and +4.9% respectively.
The leaders list includes such most famous Russian industrial complexes as: ОАО Magnitogorsk Metallurgical Complex, ОАО Severstal – Cherepovets Metallurgical Complex, ОАО Novolipetsk Metallurgical Complex etc. In general, experts foresee a boost of finished steel by the end of the year production results will make 58 mln.tons (+6% year-on-year).
Steel pipes production shows most impressive dynamics of +18.3% year-on-year. In this respect, the leading complexes of the sector demonstrated the following results: ОАО Vyksunsky Metallurgical Works – +58.9%, ОАО Chelyabinsk Tube-Rolling Mill – +24.1%, ОАО Seversky Pipe Works – +11.1%, ОАО Taganrog Metallurgical Works – +9.9%. Experts explain such serious production increase by the urgent necessity in pipes experienced by the oil sector, machine engineering and building market. According to preliminary figures, steel pipe production in 2006 in general can amount to 7.5 mln.tons (+12% year-on-year).
Analyzing objective parameters of the ferrous metallurgy market, experts note a growing demand for production for machine engineering market, fuel-energy complex enterprises, shipbuilding, railway transport, and construction industry. Stable demand was shown by the machine engineering sector servicing agriculture and forestry.
At present, analysts say domestic consumption volume of finished steel amounts to 23.1 mln.tons (+16.3% year-on-year). At the same time, supplies of domestic rolled metal to the national market made 20.8 mln.tons (+18.7%). Domestic consumption of steel pipes increased by 27.5% year-on-year and pipes supplies to the national market increased by 28.3%.
Speaking of export, experts note a general increase by 8.9% worth USD 28.1 bn. Export supplies to the CIS and Baltic countries grew by 32.3%; however, export supplies to Europe dropped by 7%.
Stable Growth
Oil remains one of the dynamically growing nomenclatures. Oil and products railway loading volume has grown by 4.4% (7.2 mln.tons) since the beginning of the year. Experts say the tendency of shortening crude oil transportation share is still carrying on. Last year the share of crude oil in the structure of aggregate loading fluctuated at the level of 25%; this year 9 months results show only 19.6%. Thus, crude oil loading decreased by 3.3%, when oil products increased by 3.3%. Iron ore loading volumes are growing significantly (+8,8% year-on-year). It can be easily explained by the progressive dynamics of the metallurgical sector development. Construction material loading volumes dropped by 2.3% during the period of January-September 2006.
Chemical fertilizers manufactures are in an unstable position now. At the beginning of the year their production made 10.6 mln.tons (-3.7% year-on-year). This can be explained by the fact that industrial complexes underwent capital repairs. However, we can not exclude market factors. Thus, ОАО «Uralkali» postponed concluding contracts on production supplies for a long time in order to make profitable pricing. The artificial deficit brought its results. Export of potash fertilizers increased by 8%, calcium phosphate – by 18.8%. At the same time export of ammonia, nitrogen and phosphate fertilizers grew by 31.3%, 4.7% and 1.5% respectively.
In timber transportation loading volumes are dropping a bit. In 2005 this sector showed increase of 8%, 9 months results now showed increase of only 2.5% (1.2 mln.tons). Loading volumes of timber logs in aggregate structure is beginning to increase. According to OAO RZD Transport Services Center, from January to September, logs loading increased by 4.2%, and its share made 75%. At the same time the loading of sawn timber increased by 3,5% only. Speaking of timber export, it should be said its dynamics remains quite high (+10.9%), and export share in the volume of transportation reached 58.4%, 77.1% of which is transported via the Russian border crossings. The share of transportation implemented via border crossings neighboring China and Mongolia amounted to 55.3%, and neighboring Finland and Baltic countries– 24.1% and 7.9% respectively.
At the same time, statistics of the Ministry of Industry and Energy of Russia are a matter of interest, since they focus on the decrease of logs production, which during 9 months of 2006 dropped by 6.1% year-on-year. Sawn timber also dropped by 4.6%. Thus, it is quite logical to presume that timber railway transportation growth in 2006 was possible due to resources accumulated in 2005. Indirectly it is proved by railway transportation statistics for Q1 of 2006 results, where loading growth was indicated at the level of 13%.
At the same time a positive tendency of this period was the growth of processing volumes production and, as a result, its transportation volumes growth as well. Thus, from January to September 2006 growth of timber processing production made 2.1%, while cellulose-paper production increased by 5.1%.
October warning
Speaking of forecasts for the end of the year, railway experts hope for a certain growth and obtaining the planned results set by ОАО RZD Board, i.e. providing positive dynamics of loading of +2.8%.
However, at present one can ask plenty of questions. The problem lies in the fact that, despite completing ten months of the year with loading volume increase of +3.1% year-on-year, this October happened to become an extraordinary complicated and hard month for ОАО RZD. The company regularly underwent critical situations threatening the fulfillment of their set plans: cargo consignors were furious about ОАО RZD refusals to transport their cargo due to lack of rolling stock. The problem is that, according to basics of Railway Transport Regulations of Russia, ОАО RZD performs as a public carrier and does not have a right to refuse any cargo transportation, excluding those cases when it is impossible to do due to lack of technical capacities. In October, as was said by most of cargo consignors, this formula was frequently used. They were offered to switch their transportation volumes to private rolling stock, even if it was quite hard to do also due to the shortage of the latter in volumes required.
Nowadays about 300 thousand private cars run on Russian railways. The inventory park of ОАО RZD operates 531 thousand units. However, the share of cars wear-and-tear is crucial and about 200 thousand cars should go out of service by 2010. Mostly, this concerns universal rolling stock, i.e. gondola cars determined for dynamically growing cargo transportation (coal and ferrous metals). It is quite important to mention that private cars participate in ferrous metals transportation at one third and make 34.3%, but 99% of transportation of coal, which is the least profitable cargo, is implemented by ОАО RZD cars.
In general, according to experts, at Russian Railways about 34.4% of aggregate cargo volume is transported by private or leased rolling stock. Private business is more active in such segments as fertilizers (67.8%), liquid oil bulk (64.3%), ore (56%), grain (36.7%), ferrous metals and timber (30.2%). Thus, it has become quite clear why OAO RZD representatives repeatedly focused on the problem of extraordinary profits made by companies-operators functioning in the transport sector of Russia and capturing its high-profitable segments. As opposed to ОАО RZD, independent transporters can offer clients tariff discounts worth the car component of the tariff. Moreover, railway men stress the idea of a necessary tariff deregulation depending on market factors.
Actually, the third stage of the sector restructuring envisages the elimination of crossed-subsiding both in respect of passenger/cargo transportation and low-profitable/high-profitable cargo transportation. As it was explained by the Federal Tariff Service, today’s structure of the acting Tariff Regulation 10-01 is as follows: the prime-cost of transportation is connected immediately with the group of second class cargo. Consequently, cheap cargo is transported on first class tariffs, while expensive cargo is regarded as third class and transported on terms exceeding prime-cost, which leads to a conditional profitability of cargo transportation for the whole sector. On the one hand, this approach is based on the peculiarities of the national industry geography. The situation when raw material bases are located far from international markets leads to the fact that at the present moment prices for coal, construction material and timber transport component amounts to 3-50%. At the same time, this figure is incredibly low for high-profitable cargo. Thus, during ferrous metals domestic transportation, the transport component amounts to 4.2%, and during export transportation – to 6%. Speaking of the liquid oil bulk, we face a similar situation: 4.4% for domestic transportation and export transportation – 4.7% and 6.9% depending on crossings (Russian ports /border crossings).
On the other hand, this approach can only be explained from the state strategy point of view. From the point of view of OAO RZD activities as a joint-stock market company, it cannot be used efficiently. That is why the problem of state support for socially important cargo transportation in the form of compensations (like in the case of passenger transportation, for example) or direct investment into strategically important sectors is discussed more and more often. However, the decision has not been made yet.
As a result, ОАО RZD complains about unequal conditions compared to private business, as well as the inability to cope with competition and, consequently, the necessity to function in low-profitable segments getting no or little profit, which is not enough for rolling park renewal. That is a crucially important problem for the company nowadays.
Where is gondola car?
Among reasons that provoked the October crisis, several problems are mentioned by experts. Firstly, it is the fact that late in autumn all gondola cars are totally loaded in order to transport coal in time considering the forthcoming winter. Secondly, a tricky situation concerning cars unloading occurred in the ports. According to OAO RZD Transport Services Center, starting from the beginning of the year, railways losses of unloading volumes caused by conventional bans that have to do with cars over-staying in the port stations grew 3-4 fold year-on-year. Financial losses increased by 4.4 times. In particular, among reasons that led to this situation the following ones were given: occupied warehouses and storage capacities for oil products; unplanned cargo arrival and unsatisfactory unloading, as well as vessels arriving without accordance to the plan. Moreover, according to OAO RZD Transportation Control Department, no vessel arrived on time during summer period. Delays amounted to one-ten days.
However, the most obvious answer to the question where gondola cars disappeared is likely to be the extraordinary fast process of cars leaving the inventory park. From the cargo consignors’ point of view, it often happens that rolling stock can not be provided, since it breaks necessary standards. Thus, we face a situation when the car seems to be operational as it is not out of the fleet yet, but it cannot be loaded either. The last issue that deserves special attention is that the loading volumes increase is not so significant to make inventory park capacities together with dynamically growing private parks fail. Moreover, now in technological respect railways function perfectly. Since the beginning of the year the car turnover grew by 1.2 hour, in other terms, this amounts to 880 thousand of empty cars. Also the sector speed, locomotive production, and marshalling yards functioning were enhanced, while the speed of trains passing the borders of neighboring countries increased by 7%. All this gave a positive economic result. However, there is still a shortage of cars. This process has already started.
TATYANA TOKAREVA
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[DETAIL_TEXT] => «OAO RZD plans to get 75% of the authorized capital of the Russian largest operator of platforms for timber transportation OOO Transles», stated Vladimir Yakunin, President of OAO RZD.
«This is a company, whose major shareholding will belong to OAO RZD or the Cargo Company. Nowadays, we are thinking of 75% shareholding at the first stage», said V.Yakunin.
Commenting on the transfer of the whole park of flat wagons for timber transportation under rent conditions to OOO Transles, the President of OAO RZD noted that «it was the first attempt to launch a company specializing in transportation of a definite cargo… We have not solved all our problems yet, because we just lack special rolling stock».
Nowadays, OAO RZD is not a shareholder of OOO Transles. The authorized capital of OOO Transles is RUR 1 million.
KAMAZ to Be Privatized
«KAMAZ Motor Works will be privatized not later than in 2008», said the President of Tatarstan Mintimer Shaimiev at a press-conference in London.
He reminded that the majority of KAMAZ shares is owned by the RF State Committee for State Property Management, while the rest belongs to the Government of Tatarstan.
Senior Vice Prime Minister of Tatarstan Boris Pavlov also specified that the IPO of KAMAZ shares is to be held on London equity market next year. «It will increase the capitalization of KAMAZ and prepare it for privatization», he noted.
OAO RZD to Purchase New Rolling Stock
«OAO RZD will have to purchase about 1,000 locomotives. Even if the company had such means, the producing capacities of the Russian plants are insufficient», stated Vladimir Yakunin, President of OAO RZD, at the meeting of the Natural Monopolies Committee of the Council of Federation, held on October 24, 2006.
In the words of OAO RZD’s President, in practice Russian enterprises can produce only one third of the required locomotives. At the same time, OAO RZD cooperates with Russian machine building enterprises. In 2006 only, four new models of wagon machinery were developed in accordance with the order of OAO RZD. Besides, OAO RZD holds negotiations with Ukrainian plants for order placement. Perhaps, OAO RZD will start purchasing shares of some plants. «Since enterprises are normally specialized, we may become a hostage of a monopoly. That is why we must purchase such a shareholding that will enable us to control the price formation process», explained Vladimir Yakunin.
In 2006-2008, OAO Russian Railways plans to invest RUR 113.5 billion into rolling stock purchase. The company plans to buy over 18.6 thousand freight and 1.4 thousand passenger wagons, 1,000 locomotives and 1.2 thousand sections of electric trains.
Since 2003, OAO RZD has been actively using leasing to renew rolling stock. In 2006, the company plans to attract RUR 30 billion using the scheme.
OAO RZD to Purchase New Rolling Stock
«OAO RZD will have to purchase about 1,000 locomotives. Even if the company had such means, the producing capacities of the Russian plants are insufficient», stated Vladimir Yakunin, President of OAO RZD, at the meeting of the Natural Monopolies Committee of the Council of Federation, held on October 24, 2006.
In the words of OAO RZD’s President, in practice Russian enterprises can produce only one third of the required locomotives. At the same time, OAO RZD cooperates with Russian machine building enterprises. In 2006 only, four new models of wagon machinery were developed in accordance with the order of OAO RZD. Besides, OAO RZD holds negotiations with Ukrainian plants for order placement. Perhaps, OAO RZD will start purchasing shares of some plants. «Since enterprises are normally specialized, we may become a hostage of a monopoly. That is why we must purchase such a shareholding that will enable us to control the price formation process», explained Vladimir Yakunin.
In 2006-2008, OAO Russian Railways plans to invest RUR 113.5 billion into rolling stock purchase. The company plans to buy over 18.6 thousand freight and 1.4 thousand passenger wagons, 1,000 locomotives and 1.2 thousand sections of electric trains.
Since 2003, OAO RZD has been actively using leasing to renew rolling stock. In 2006, the company plans to attract RUR 30 billion using the scheme.
Altaivagon’s New Gondola-Cars Models Certified
OAO Altaivagon has obtained certificates on their new models of gondola cars ordered by OAO RZD. The models have been developed on the company’s enterprises since the beginning of 2005.
At the end of October, models 12-2122-02, 12-2123-02, 12-2123-01 and 12-2122-01 were certified. The Certification on the Federal Railway Transport Register states these models have passed all types of tests and meet safety requirements.
The body of a new gondola car is by 150 mm broader, its sides are by 500 mm higher, and the length is by 2 meters shorter as compared to the models currently in use. It will allow to service 11 additional wagons on 1,050 m station tracks. Trains consisting of new wagons will carry 20% more cargo, while no station tracks lengthening is required.
TransGroup AS Will Transport for VAZ
TransGroup AS company opened its representative office in Tolyatti. There the company will service freight flows of vehicles produced by OAO Avtovaz, dispatched by the company to Russian and foreign customers. The company will also provide a full pack of logistic services.
Opening the company’s new representative office was held in accordance with the plan of vehicles and complex logistic services development to deliver vehicles and utilities in Russia, as well as for import and export.
The strategic plan of the sector development was approved in 2005, and then the Department of Vehicles Transportation was launched in the company.
In the frameworks of the project, the company faces the target of the enlarging its park of special wagons for vehicles transportation to fulfill the market demands. Nowadays, the company operates a park of 1,500 wagons, its own as well as rented from OAO RZD.
Besides, the company carries out the project of developing new generation of wagons for vehicles transportation.
TransGroup AS has representative offices in Bratsk, Vanino, Saint-Petersburg, Labinsk and Novosibirsk.
New Fitting Platform Starts Working
As of October 2006, fitting platforms of 13-7024 type are used for container transportation. The first consignment of the wagons was delivered to the customer by Kryukovsky Wagon Building Plant after additional complex testing of the wagon and its basic maintenance results during exploitation.
A fitting platform of 13-7024 type carries four 20-foot containers or two 40-foot ones. Hard steel is used in the basic elements of the wagon bearing structure. Such technologies of wagons production have not been used in the CIS before, that is why additional testing was held. Due to the use of new materials and design solutions, the metal intensity of the fitting platform was reduced, which did not influence negatively the wagon’s solidity. As a result, the mass of the wagon’s tare-load amounted to 22.3 tons, which is also a special feature of this type of wagon.
Besides, Kryukovsky Wagon Building Plant constructed the fitting platform so that its carrying capacity amounts to 71.2 tons, which is the maximum figure nowadays.
According to the approved by OAO RZD Local Technical Requirements of Large-Capacity Container Location and Fixation, the flat wagon of 13-7024 model can carry 28 versions of containers of 1A, 1B, 1C types, which is also an advantage of the innovation.
The flat wagon of 13-7024 model was certified by the RF Certification on the Federal Railway Transport Register. The certification number is ? UA.??02.?.02722.
Rosdorleasing Invests into Container Park
Leasing company Rosdorleasing purchased 600 universal containers produced by Abakanvagonmash in the interests of the Russian container carriers ZAO STIM and ZAO Container Transport Lines. The cost of the contract is RUR 64.9 million.
The leasing contracts for the total sum of RUR 96 million were concluded in August-September 2006. Both contracts envisage an advance of less than 5% with the leasing term of 41 months and 5 years respectively, said Alexey Vlasov, press-secretary of OAO Rosdorleasing.
The first consignment of 45 containers was delivered to Moscow on October 11. The containers are marked with the symbols of the lessees; however, they will remain on Rosdorleasing’s balance till the end of the financial rent.
Containers of 1CC type can be carried by road vehicles, railway and sea transport. The containers will be used for different cargoes transportation on the whole territory of the Russian Federation, including the ports of the Primorsk, Sakhalin, Kamchatka and Khabarovsk regions.
Transmashholding Delivered Hoppers to Uralkali and Eurochem
ZAO Transmashholding fulfilled its obligations on the contract for delivery of 400 hoppers of 19-3116-03 model, produced by the Bryansk Machine Building Works (incorporated into Transmashholding), to OAO Uralkali.
Teardrop-shaped hoppers for mineral fertilizers transportation were delivered to the customer. In accordance with the customer’s order, the carrying capacity of the wagons was increased to 70.5 tons.
The production was delivered in the framework of the contract, concluded in March 2006. In November, Transmashholding delivered the last 50 wagons to Uralkali.
Besides, ZAO Transmashholding completed the contract envisaging delivery of 700 hoppers of 19-3054-01 model, produced by Bryansk Machine Building Works, to ZAO Mineral-Chemical Company Eurochem, one of Russia’s largest producers of fertilizers.
The contract was concluded in March 2006. The last 50 wagons were delivered in October.
The designers of the Bryansk Machine Building Works, orienting at the customers’ demand, continue to improve the construction of the wagon of 19-3116 model. Its carrying capacity is to increase to 71 tons. At the beginning of 2007, the Bryansk Machine Building Works is going to get a certificate for the improved model 19-3116-04 and start its serial production.
Belaruskali Purchases Wagons from Kryukovsky Wagon Building Plant
Before the end of the year, Belaruskali plans to buy additional 100 hoppers for minerals transportation of 19-7017-01 model produced by OAO Kryukovsky Wagon Building Plant.
Since the beginning of 2006, Belaruskali has purchased 200 such wagons (100 in January and 100 in August). The plan for 2007 envisages assembling of another 300 hoppers at the Kryukovsky Wagon Bulding Plant for Belaruskali.
Besides, Belaruskali plans to rent 300 wagons from Ukrzaliznytsya for potassium fertilizers transportation to the Ukrainian ports. Now Belaruskali uses over 4,000 wagons for minerals transportation on its all export routes.
[~DETAIL_TEXT] => «OAO RZD plans to get 75% of the authorized capital of the Russian largest operator of platforms for timber transportation OOO Transles», stated Vladimir Yakunin, President of OAO RZD.
«This is a company, whose major shareholding will belong to OAO RZD or the Cargo Company. Nowadays, we are thinking of 75% shareholding at the first stage», said V.Yakunin.
Commenting on the transfer of the whole park of flat wagons for timber transportation under rent conditions to OOO Transles, the President of OAO RZD noted that «it was the first attempt to launch a company specializing in transportation of a definite cargo… We have not solved all our problems yet, because we just lack special rolling stock».
Nowadays, OAO RZD is not a shareholder of OOO Transles. The authorized capital of OOO Transles is RUR 1 million.
KAMAZ to Be Privatized
«KAMAZ Motor Works will be privatized not later than in 2008», said the President of Tatarstan Mintimer Shaimiev at a press-conference in London.
He reminded that the majority of KAMAZ shares is owned by the RF State Committee for State Property Management, while the rest belongs to the Government of Tatarstan.
Senior Vice Prime Minister of Tatarstan Boris Pavlov also specified that the IPO of KAMAZ shares is to be held on London equity market next year. «It will increase the capitalization of KAMAZ and prepare it for privatization», he noted.
OAO RZD to Purchase New Rolling Stock
«OAO RZD will have to purchase about 1,000 locomotives. Even if the company had such means, the producing capacities of the Russian plants are insufficient», stated Vladimir Yakunin, President of OAO RZD, at the meeting of the Natural Monopolies Committee of the Council of Federation, held on October 24, 2006.
In the words of OAO RZD’s President, in practice Russian enterprises can produce only one third of the required locomotives. At the same time, OAO RZD cooperates with Russian machine building enterprises. In 2006 only, four new models of wagon machinery were developed in accordance with the order of OAO RZD. Besides, OAO RZD holds negotiations with Ukrainian plants for order placement. Perhaps, OAO RZD will start purchasing shares of some plants. «Since enterprises are normally specialized, we may become a hostage of a monopoly. That is why we must purchase such a shareholding that will enable us to control the price formation process», explained Vladimir Yakunin.
In 2006-2008, OAO Russian Railways plans to invest RUR 113.5 billion into rolling stock purchase. The company plans to buy over 18.6 thousand freight and 1.4 thousand passenger wagons, 1,000 locomotives and 1.2 thousand sections of electric trains.
Since 2003, OAO RZD has been actively using leasing to renew rolling stock. In 2006, the company plans to attract RUR 30 billion using the scheme.
OAO RZD to Purchase New Rolling Stock
«OAO RZD will have to purchase about 1,000 locomotives. Even if the company had such means, the producing capacities of the Russian plants are insufficient», stated Vladimir Yakunin, President of OAO RZD, at the meeting of the Natural Monopolies Committee of the Council of Federation, held on October 24, 2006.
In the words of OAO RZD’s President, in practice Russian enterprises can produce only one third of the required locomotives. At the same time, OAO RZD cooperates with Russian machine building enterprises. In 2006 only, four new models of wagon machinery were developed in accordance with the order of OAO RZD. Besides, OAO RZD holds negotiations with Ukrainian plants for order placement. Perhaps, OAO RZD will start purchasing shares of some plants. «Since enterprises are normally specialized, we may become a hostage of a monopoly. That is why we must purchase such a shareholding that will enable us to control the price formation process», explained Vladimir Yakunin.
In 2006-2008, OAO Russian Railways plans to invest RUR 113.5 billion into rolling stock purchase. The company plans to buy over 18.6 thousand freight and 1.4 thousand passenger wagons, 1,000 locomotives and 1.2 thousand sections of electric trains.
Since 2003, OAO RZD has been actively using leasing to renew rolling stock. In 2006, the company plans to attract RUR 30 billion using the scheme.
Altaivagon’s New Gondola-Cars Models Certified
OAO Altaivagon has obtained certificates on their new models of gondola cars ordered by OAO RZD. The models have been developed on the company’s enterprises since the beginning of 2005.
At the end of October, models 12-2122-02, 12-2123-02, 12-2123-01 and 12-2122-01 were certified. The Certification on the Federal Railway Transport Register states these models have passed all types of tests and meet safety requirements.
The body of a new gondola car is by 150 mm broader, its sides are by 500 mm higher, and the length is by 2 meters shorter as compared to the models currently in use. It will allow to service 11 additional wagons on 1,050 m station tracks. Trains consisting of new wagons will carry 20% more cargo, while no station tracks lengthening is required.
TransGroup AS Will Transport for VAZ
TransGroup AS company opened its representative office in Tolyatti. There the company will service freight flows of vehicles produced by OAO Avtovaz, dispatched by the company to Russian and foreign customers. The company will also provide a full pack of logistic services.
Opening the company’s new representative office was held in accordance with the plan of vehicles and complex logistic services development to deliver vehicles and utilities in Russia, as well as for import and export.
The strategic plan of the sector development was approved in 2005, and then the Department of Vehicles Transportation was launched in the company.
In the frameworks of the project, the company faces the target of the enlarging its park of special wagons for vehicles transportation to fulfill the market demands. Nowadays, the company operates a park of 1,500 wagons, its own as well as rented from OAO RZD.
Besides, the company carries out the project of developing new generation of wagons for vehicles transportation.
TransGroup AS has representative offices in Bratsk, Vanino, Saint-Petersburg, Labinsk and Novosibirsk.
New Fitting Platform Starts Working
As of October 2006, fitting platforms of 13-7024 type are used for container transportation. The first consignment of the wagons was delivered to the customer by Kryukovsky Wagon Building Plant after additional complex testing of the wagon and its basic maintenance results during exploitation.
A fitting platform of 13-7024 type carries four 20-foot containers or two 40-foot ones. Hard steel is used in the basic elements of the wagon bearing structure. Such technologies of wagons production have not been used in the CIS before, that is why additional testing was held. Due to the use of new materials and design solutions, the metal intensity of the fitting platform was reduced, which did not influence negatively the wagon’s solidity. As a result, the mass of the wagon’s tare-load amounted to 22.3 tons, which is also a special feature of this type of wagon.
Besides, Kryukovsky Wagon Building Plant constructed the fitting platform so that its carrying capacity amounts to 71.2 tons, which is the maximum figure nowadays.
According to the approved by OAO RZD Local Technical Requirements of Large-Capacity Container Location and Fixation, the flat wagon of 13-7024 model can carry 28 versions of containers of 1A, 1B, 1C types, which is also an advantage of the innovation.
The flat wagon of 13-7024 model was certified by the RF Certification on the Federal Railway Transport Register. The certification number is ? UA.??02.?.02722.
Rosdorleasing Invests into Container Park
Leasing company Rosdorleasing purchased 600 universal containers produced by Abakanvagonmash in the interests of the Russian container carriers ZAO STIM and ZAO Container Transport Lines. The cost of the contract is RUR 64.9 million.
The leasing contracts for the total sum of RUR 96 million were concluded in August-September 2006. Both contracts envisage an advance of less than 5% with the leasing term of 41 months and 5 years respectively, said Alexey Vlasov, press-secretary of OAO Rosdorleasing.
The first consignment of 45 containers was delivered to Moscow on October 11. The containers are marked with the symbols of the lessees; however, they will remain on Rosdorleasing’s balance till the end of the financial rent.
Containers of 1CC type can be carried by road vehicles, railway and sea transport. The containers will be used for different cargoes transportation on the whole territory of the Russian Federation, including the ports of the Primorsk, Sakhalin, Kamchatka and Khabarovsk regions.
Transmashholding Delivered Hoppers to Uralkali and Eurochem
ZAO Transmashholding fulfilled its obligations on the contract for delivery of 400 hoppers of 19-3116-03 model, produced by the Bryansk Machine Building Works (incorporated into Transmashholding), to OAO Uralkali.
Teardrop-shaped hoppers for mineral fertilizers transportation were delivered to the customer. In accordance with the customer’s order, the carrying capacity of the wagons was increased to 70.5 tons.
The production was delivered in the framework of the contract, concluded in March 2006. In November, Transmashholding delivered the last 50 wagons to Uralkali.
Besides, ZAO Transmashholding completed the contract envisaging delivery of 700 hoppers of 19-3054-01 model, produced by Bryansk Machine Building Works, to ZAO Mineral-Chemical Company Eurochem, one of Russia’s largest producers of fertilizers.
The contract was concluded in March 2006. The last 50 wagons were delivered in October.
The designers of the Bryansk Machine Building Works, orienting at the customers’ demand, continue to improve the construction of the wagon of 19-3116 model. Its carrying capacity is to increase to 71 tons. At the beginning of 2007, the Bryansk Machine Building Works is going to get a certificate for the improved model 19-3116-04 and start its serial production.
Belaruskali Purchases Wagons from Kryukovsky Wagon Building Plant
Before the end of the year, Belaruskali plans to buy additional 100 hoppers for minerals transportation of 19-7017-01 model produced by OAO Kryukovsky Wagon Building Plant.
Since the beginning of 2006, Belaruskali has purchased 200 such wagons (100 in January and 100 in August). The plan for 2007 envisages assembling of another 300 hoppers at the Kryukovsky Wagon Bulding Plant for Belaruskali.
Besides, Belaruskali plans to rent 300 wagons from Ukrzaliznytsya for potassium fertilizers transportation to the Ukrainian ports. Now Belaruskali uses over 4,000 wagons for minerals transportation on its all export routes.
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[DETAIL_TEXT] => «OAO RZD plans to get 75% of the authorized capital of the Russian largest operator of platforms for timber transportation OOO Transles», stated Vladimir Yakunin, President of OAO RZD.
«This is a company, whose major shareholding will belong to OAO RZD or the Cargo Company. Nowadays, we are thinking of 75% shareholding at the first stage», said V.Yakunin.
Commenting on the transfer of the whole park of flat wagons for timber transportation under rent conditions to OOO Transles, the President of OAO RZD noted that «it was the first attempt to launch a company specializing in transportation of a definite cargo… We have not solved all our problems yet, because we just lack special rolling stock».
Nowadays, OAO RZD is not a shareholder of OOO Transles. The authorized capital of OOO Transles is RUR 1 million.
KAMAZ to Be Privatized
«KAMAZ Motor Works will be privatized not later than in 2008», said the President of Tatarstan Mintimer Shaimiev at a press-conference in London.
He reminded that the majority of KAMAZ shares is owned by the RF State Committee for State Property Management, while the rest belongs to the Government of Tatarstan.
Senior Vice Prime Minister of Tatarstan Boris Pavlov also specified that the IPO of KAMAZ shares is to be held on London equity market next year. «It will increase the capitalization of KAMAZ and prepare it for privatization», he noted.
OAO RZD to Purchase New Rolling Stock
«OAO RZD will have to purchase about 1,000 locomotives. Even if the company had such means, the producing capacities of the Russian plants are insufficient», stated Vladimir Yakunin, President of OAO RZD, at the meeting of the Natural Monopolies Committee of the Council of Federation, held on October 24, 2006.
In the words of OAO RZD’s President, in practice Russian enterprises can produce only one third of the required locomotives. At the same time, OAO RZD cooperates with Russian machine building enterprises. In 2006 only, four new models of wagon machinery were developed in accordance with the order of OAO RZD. Besides, OAO RZD holds negotiations with Ukrainian plants for order placement. Perhaps, OAO RZD will start purchasing shares of some plants. «Since enterprises are normally specialized, we may become a hostage of a monopoly. That is why we must purchase such a shareholding that will enable us to control the price formation process», explained Vladimir Yakunin.
In 2006-2008, OAO Russian Railways plans to invest RUR 113.5 billion into rolling stock purchase. The company plans to buy over 18.6 thousand freight and 1.4 thousand passenger wagons, 1,000 locomotives and 1.2 thousand sections of electric trains.
Since 2003, OAO RZD has been actively using leasing to renew rolling stock. In 2006, the company plans to attract RUR 30 billion using the scheme.
OAO RZD to Purchase New Rolling Stock
«OAO RZD will have to purchase about 1,000 locomotives. Even if the company had such means, the producing capacities of the Russian plants are insufficient», stated Vladimir Yakunin, President of OAO RZD, at the meeting of the Natural Monopolies Committee of the Council of Federation, held on October 24, 2006.
In the words of OAO RZD’s President, in practice Russian enterprises can produce only one third of the required locomotives. At the same time, OAO RZD cooperates with Russian machine building enterprises. In 2006 only, four new models of wagon machinery were developed in accordance with the order of OAO RZD. Besides, OAO RZD holds negotiations with Ukrainian plants for order placement. Perhaps, OAO RZD will start purchasing shares of some plants. «Since enterprises are normally specialized, we may become a hostage of a monopoly. That is why we must purchase such a shareholding that will enable us to control the price formation process», explained Vladimir Yakunin.
In 2006-2008, OAO Russian Railways plans to invest RUR 113.5 billion into rolling stock purchase. The company plans to buy over 18.6 thousand freight and 1.4 thousand passenger wagons, 1,000 locomotives and 1.2 thousand sections of electric trains.
Since 2003, OAO RZD has been actively using leasing to renew rolling stock. In 2006, the company plans to attract RUR 30 billion using the scheme.
Altaivagon’s New Gondola-Cars Models Certified
OAO Altaivagon has obtained certificates on their new models of gondola cars ordered by OAO RZD. The models have been developed on the company’s enterprises since the beginning of 2005.
At the end of October, models 12-2122-02, 12-2123-02, 12-2123-01 and 12-2122-01 were certified. The Certification on the Federal Railway Transport Register states these models have passed all types of tests and meet safety requirements.
The body of a new gondola car is by 150 mm broader, its sides are by 500 mm higher, and the length is by 2 meters shorter as compared to the models currently in use. It will allow to service 11 additional wagons on 1,050 m station tracks. Trains consisting of new wagons will carry 20% more cargo, while no station tracks lengthening is required.
TransGroup AS Will Transport for VAZ
TransGroup AS company opened its representative office in Tolyatti. There the company will service freight flows of vehicles produced by OAO Avtovaz, dispatched by the company to Russian and foreign customers. The company will also provide a full pack of logistic services.
Opening the company’s new representative office was held in accordance with the plan of vehicles and complex logistic services development to deliver vehicles and utilities in Russia, as well as for import and export.
The strategic plan of the sector development was approved in 2005, and then the Department of Vehicles Transportation was launched in the company.
In the frameworks of the project, the company faces the target of the enlarging its park of special wagons for vehicles transportation to fulfill the market demands. Nowadays, the company operates a park of 1,500 wagons, its own as well as rented from OAO RZD.
Besides, the company carries out the project of developing new generation of wagons for vehicles transportation.
TransGroup AS has representative offices in Bratsk, Vanino, Saint-Petersburg, Labinsk and Novosibirsk.
New Fitting Platform Starts Working
As of October 2006, fitting platforms of 13-7024 type are used for container transportation. The first consignment of the wagons was delivered to the customer by Kryukovsky Wagon Building Plant after additional complex testing of the wagon and its basic maintenance results during exploitation.
A fitting platform of 13-7024 type carries four 20-foot containers or two 40-foot ones. Hard steel is used in the basic elements of the wagon bearing structure. Such technologies of wagons production have not been used in the CIS before, that is why additional testing was held. Due to the use of new materials and design solutions, the metal intensity of the fitting platform was reduced, which did not influence negatively the wagon’s solidity. As a result, the mass of the wagon’s tare-load amounted to 22.3 tons, which is also a special feature of this type of wagon.
Besides, Kryukovsky Wagon Building Plant constructed the fitting platform so that its carrying capacity amounts to 71.2 tons, which is the maximum figure nowadays.
According to the approved by OAO RZD Local Technical Requirements of Large-Capacity Container Location and Fixation, the flat wagon of 13-7024 model can carry 28 versions of containers of 1A, 1B, 1C types, which is also an advantage of the innovation.
The flat wagon of 13-7024 model was certified by the RF Certification on the Federal Railway Transport Register. The certification number is ? UA.??02.?.02722.
Rosdorleasing Invests into Container Park
Leasing company Rosdorleasing purchased 600 universal containers produced by Abakanvagonmash in the interests of the Russian container carriers ZAO STIM and ZAO Container Transport Lines. The cost of the contract is RUR 64.9 million.
The leasing contracts for the total sum of RUR 96 million were concluded in August-September 2006. Both contracts envisage an advance of less than 5% with the leasing term of 41 months and 5 years respectively, said Alexey Vlasov, press-secretary of OAO Rosdorleasing.
The first consignment of 45 containers was delivered to Moscow on October 11. The containers are marked with the symbols of the lessees; however, they will remain on Rosdorleasing’s balance till the end of the financial rent.
Containers of 1CC type can be carried by road vehicles, railway and sea transport. The containers will be used for different cargoes transportation on the whole territory of the Russian Federation, including the ports of the Primorsk, Sakhalin, Kamchatka and Khabarovsk regions.
Transmashholding Delivered Hoppers to Uralkali and Eurochem
ZAO Transmashholding fulfilled its obligations on the contract for delivery of 400 hoppers of 19-3116-03 model, produced by the Bryansk Machine Building Works (incorporated into Transmashholding), to OAO Uralkali.
Teardrop-shaped hoppers for mineral fertilizers transportation were delivered to the customer. In accordance with the customer’s order, the carrying capacity of the wagons was increased to 70.5 tons.
The production was delivered in the framework of the contract, concluded in March 2006. In November, Transmashholding delivered the last 50 wagons to Uralkali.
Besides, ZAO Transmashholding completed the contract envisaging delivery of 700 hoppers of 19-3054-01 model, produced by Bryansk Machine Building Works, to ZAO Mineral-Chemical Company Eurochem, one of Russia’s largest producers of fertilizers.
The contract was concluded in March 2006. The last 50 wagons were delivered in October.
The designers of the Bryansk Machine Building Works, orienting at the customers’ demand, continue to improve the construction of the wagon of 19-3116 model. Its carrying capacity is to increase to 71 tons. At the beginning of 2007, the Bryansk Machine Building Works is going to get a certificate for the improved model 19-3116-04 and start its serial production.
Belaruskali Purchases Wagons from Kryukovsky Wagon Building Plant
Before the end of the year, Belaruskali plans to buy additional 100 hoppers for minerals transportation of 19-7017-01 model produced by OAO Kryukovsky Wagon Building Plant.
Since the beginning of 2006, Belaruskali has purchased 200 such wagons (100 in January and 100 in August). The plan for 2007 envisages assembling of another 300 hoppers at the Kryukovsky Wagon Bulding Plant for Belaruskali.
Besides, Belaruskali plans to rent 300 wagons from Ukrzaliznytsya for potassium fertilizers transportation to the Ukrainian ports. Now Belaruskali uses over 4,000 wagons for minerals transportation on its all export routes.
[~DETAIL_TEXT] => «OAO RZD plans to get 75% of the authorized capital of the Russian largest operator of platforms for timber transportation OOO Transles», stated Vladimir Yakunin, President of OAO RZD.
«This is a company, whose major shareholding will belong to OAO RZD or the Cargo Company. Nowadays, we are thinking of 75% shareholding at the first stage», said V.Yakunin.
Commenting on the transfer of the whole park of flat wagons for timber transportation under rent conditions to OOO Transles, the President of OAO RZD noted that «it was the first attempt to launch a company specializing in transportation of a definite cargo… We have not solved all our problems yet, because we just lack special rolling stock».
Nowadays, OAO RZD is not a shareholder of OOO Transles. The authorized capital of OOO Transles is RUR 1 million.
KAMAZ to Be Privatized
«KAMAZ Motor Works will be privatized not later than in 2008», said the President of Tatarstan Mintimer Shaimiev at a press-conference in London.
He reminded that the majority of KAMAZ shares is owned by the RF State Committee for State Property Management, while the rest belongs to the Government of Tatarstan.
Senior Vice Prime Minister of Tatarstan Boris Pavlov also specified that the IPO of KAMAZ shares is to be held on London equity market next year. «It will increase the capitalization of KAMAZ and prepare it for privatization», he noted.
OAO RZD to Purchase New Rolling Stock
«OAO RZD will have to purchase about 1,000 locomotives. Even if the company had such means, the producing capacities of the Russian plants are insufficient», stated Vladimir Yakunin, President of OAO RZD, at the meeting of the Natural Monopolies Committee of the Council of Federation, held on October 24, 2006.
In the words of OAO RZD’s President, in practice Russian enterprises can produce only one third of the required locomotives. At the same time, OAO RZD cooperates with Russian machine building enterprises. In 2006 only, four new models of wagon machinery were developed in accordance with the order of OAO RZD. Besides, OAO RZD holds negotiations with Ukrainian plants for order placement. Perhaps, OAO RZD will start purchasing shares of some plants. «Since enterprises are normally specialized, we may become a hostage of a monopoly. That is why we must purchase such a shareholding that will enable us to control the price formation process», explained Vladimir Yakunin.
In 2006-2008, OAO Russian Railways plans to invest RUR 113.5 billion into rolling stock purchase. The company plans to buy over 18.6 thousand freight and 1.4 thousand passenger wagons, 1,000 locomotives and 1.2 thousand sections of electric trains.
Since 2003, OAO RZD has been actively using leasing to renew rolling stock. In 2006, the company plans to attract RUR 30 billion using the scheme.
OAO RZD to Purchase New Rolling Stock
«OAO RZD will have to purchase about 1,000 locomotives. Even if the company had such means, the producing capacities of the Russian plants are insufficient», stated Vladimir Yakunin, President of OAO RZD, at the meeting of the Natural Monopolies Committee of the Council of Federation, held on October 24, 2006.
In the words of OAO RZD’s President, in practice Russian enterprises can produce only one third of the required locomotives. At the same time, OAO RZD cooperates with Russian machine building enterprises. In 2006 only, four new models of wagon machinery were developed in accordance with the order of OAO RZD. Besides, OAO RZD holds negotiations with Ukrainian plants for order placement. Perhaps, OAO RZD will start purchasing shares of some plants. «Since enterprises are normally specialized, we may become a hostage of a monopoly. That is why we must purchase such a shareholding that will enable us to control the price formation process», explained Vladimir Yakunin.
In 2006-2008, OAO Russian Railways plans to invest RUR 113.5 billion into rolling stock purchase. The company plans to buy over 18.6 thousand freight and 1.4 thousand passenger wagons, 1,000 locomotives and 1.2 thousand sections of electric trains.
Since 2003, OAO RZD has been actively using leasing to renew rolling stock. In 2006, the company plans to attract RUR 30 billion using the scheme.
Altaivagon’s New Gondola-Cars Models Certified
OAO Altaivagon has obtained certificates on their new models of gondola cars ordered by OAO RZD. The models have been developed on the company’s enterprises since the beginning of 2005.
At the end of October, models 12-2122-02, 12-2123-02, 12-2123-01 and 12-2122-01 were certified. The Certification on the Federal Railway Transport Register states these models have passed all types of tests and meet safety requirements.
The body of a new gondola car is by 150 mm broader, its sides are by 500 mm higher, and the length is by 2 meters shorter as compared to the models currently in use. It will allow to service 11 additional wagons on 1,050 m station tracks. Trains consisting of new wagons will carry 20% more cargo, while no station tracks lengthening is required.
TransGroup AS Will Transport for VAZ
TransGroup AS company opened its representative office in Tolyatti. There the company will service freight flows of vehicles produced by OAO Avtovaz, dispatched by the company to Russian and foreign customers. The company will also provide a full pack of logistic services.
Opening the company’s new representative office was held in accordance with the plan of vehicles and complex logistic services development to deliver vehicles and utilities in Russia, as well as for import and export.
The strategic plan of the sector development was approved in 2005, and then the Department of Vehicles Transportation was launched in the company.
In the frameworks of the project, the company faces the target of the enlarging its park of special wagons for vehicles transportation to fulfill the market demands. Nowadays, the company operates a park of 1,500 wagons, its own as well as rented from OAO RZD.
Besides, the company carries out the project of developing new generation of wagons for vehicles transportation.
TransGroup AS has representative offices in Bratsk, Vanino, Saint-Petersburg, Labinsk and Novosibirsk.
New Fitting Platform Starts Working
As of October 2006, fitting platforms of 13-7024 type are used for container transportation. The first consignment of the wagons was delivered to the customer by Kryukovsky Wagon Building Plant after additional complex testing of the wagon and its basic maintenance results during exploitation.
A fitting platform of 13-7024 type carries four 20-foot containers or two 40-foot ones. Hard steel is used in the basic elements of the wagon bearing structure. Such technologies of wagons production have not been used in the CIS before, that is why additional testing was held. Due to the use of new materials and design solutions, the metal intensity of the fitting platform was reduced, which did not influence negatively the wagon’s solidity. As a result, the mass of the wagon’s tare-load amounted to 22.3 tons, which is also a special feature of this type of wagon.
Besides, Kryukovsky Wagon Building Plant constructed the fitting platform so that its carrying capacity amounts to 71.2 tons, which is the maximum figure nowadays.
According to the approved by OAO RZD Local Technical Requirements of Large-Capacity Container Location and Fixation, the flat wagon of 13-7024 model can carry 28 versions of containers of 1A, 1B, 1C types, which is also an advantage of the innovation.
The flat wagon of 13-7024 model was certified by the RF Certification on the Federal Railway Transport Register. The certification number is ? UA.??02.?.02722.
Rosdorleasing Invests into Container Park
Leasing company Rosdorleasing purchased 600 universal containers produced by Abakanvagonmash in the interests of the Russian container carriers ZAO STIM and ZAO Container Transport Lines. The cost of the contract is RUR 64.9 million.
The leasing contracts for the total sum of RUR 96 million were concluded in August-September 2006. Both contracts envisage an advance of less than 5% with the leasing term of 41 months and 5 years respectively, said Alexey Vlasov, press-secretary of OAO Rosdorleasing.
The first consignment of 45 containers was delivered to Moscow on October 11. The containers are marked with the symbols of the lessees; however, they will remain on Rosdorleasing’s balance till the end of the financial rent.
Containers of 1CC type can be carried by road vehicles, railway and sea transport. The containers will be used for different cargoes transportation on the whole territory of the Russian Federation, including the ports of the Primorsk, Sakhalin, Kamchatka and Khabarovsk regions.
Transmashholding Delivered Hoppers to Uralkali and Eurochem
ZAO Transmashholding fulfilled its obligations on the contract for delivery of 400 hoppers of 19-3116-03 model, produced by the Bryansk Machine Building Works (incorporated into Transmashholding), to OAO Uralkali.
Teardrop-shaped hoppers for mineral fertilizers transportation were delivered to the customer. In accordance with the customer’s order, the carrying capacity of the wagons was increased to 70.5 tons.
The production was delivered in the framework of the contract, concluded in March 2006. In November, Transmashholding delivered the last 50 wagons to Uralkali.
Besides, ZAO Transmashholding completed the contract envisaging delivery of 700 hoppers of 19-3054-01 model, produced by Bryansk Machine Building Works, to ZAO Mineral-Chemical Company Eurochem, one of Russia’s largest producers of fertilizers.
The contract was concluded in March 2006. The last 50 wagons were delivered in October.
The designers of the Bryansk Machine Building Works, orienting at the customers’ demand, continue to improve the construction of the wagon of 19-3116 model. Its carrying capacity is to increase to 71 tons. At the beginning of 2007, the Bryansk Machine Building Works is going to get a certificate for the improved model 19-3116-04 and start its serial production.
Belaruskali Purchases Wagons from Kryukovsky Wagon Building Plant
Before the end of the year, Belaruskali plans to buy additional 100 hoppers for minerals transportation of 19-7017-01 model produced by OAO Kryukovsky Wagon Building Plant.
Since the beginning of 2006, Belaruskali has purchased 200 such wagons (100 in January and 100 in August). The plan for 2007 envisages assembling of another 300 hoppers at the Kryukovsky Wagon Bulding Plant for Belaruskali.
Besides, Belaruskali plans to rent 300 wagons from Ukrzaliznytsya for potassium fertilizers transportation to the Ukrainian ports. Now Belaruskali uses over 4,000 wagons for minerals transportation on its all export routes.
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Transit is falling down…
Till 2005, the Transsib-related price-making policy of the Russian government in cooperation with RZD had been encouraging forwarders and producers to increase volumes of cargo transported through Russia on the Far East-Europe railway routes. In the year 1999, the volume amounted 54 806 TEUs (34 622 in transit) and, with an annual growth 30-35%, they reached 388 000 in 2005 (184 000).
This year the price policy has crucially changed. Tariffs have been significantly raised. The rate for transportation of a loaded 40-foot-container rose by 34-330% and by 648% for an empty one. Thus, the round-trip price jumped considerably, too.
It has led to a rapid decrease in container traffic. According to the data of CCTT, the figures for 7 months of the year are as follows. The volume of imported containers is up by 47%, export grew by 20%, while the volume of transit containers went down by 69% year-on-year. «The largest part of the Far East-Finland flows that used to be transported through the Transsib are now re-routed to the deep-sea route instead of being serviced by the transport system of Russia», says CEO of OOO Transsiberian Intermodal Service Pavel Lagov. Marketing manager of VR Cargo Matti Andersson remarks as well that «transit has almost entirely disappeared».
At the same time the shipping companies on their Far East-Europe routes succeeded in lowering freight rates. The year-on-year data shows that commonly the rates have fallen by 30-35%. Nowadays shipping companies use a growing number of large vessels making it possible to take a larger shipload lot, which is resulting in a reduction in the cost of transportation. Today the delivery of a 40-foot-container from the Far East to Europe costs about USD 2600 i. e. about 700-800 less than by rail, depending on the route and other conditions.
This situation causes problems for different participants that served cargo flows on the Transsib. CEO of OOO Vostochnaya Stividornaya Company (Nakhodka) John Skurtis says that for 9 months this company handled 8 771 TEUs of transit, i. e. 89% less than a year ago. Export rose by 27% to 74309 TEUs import increased by 16% to 111075 TEUs.
…but hope remains
The final protocol of the CCTT assembly includes a few important articles. First of all, the council members concluded that the current price policy should be corrected. One may easily guess in what direction corrections must go: a return to the last year’s tariffs is a good way of revitalizing the route. Also they stated that the following measures must be taken.
Is price a determining factor?
One should remark that the change in the price policy did not occur without grave reasons. It is not a secret that for OAO RZD transit containers transportation was not a profitable business. The company’s President Vladimir Yakunin says that «all the participants of the chain, i. e. ports and shipping companies, earned money, while RZD did not». And this is the truth. The railway company ensured low tariff rates while partners raised prices for their own services. Such a situation did not meet RZD’s interests. Besides that, it is widely known that a large part of the transit between the Far East and Finland was the so called «hidden import’: goods were transported to Finland and then returned to Russia by trucks again at a special discount rate which caused financial losses for RZD and the state budget.
It is clear to everyone including the Russian Transport Minister Igor Levitin that the current tariffs reflect real cost of transportation, as well as the fact that RZD is not going to lose money on the route any longer. «We’re of a solid position on the issue: tariff even with all special rates and discounts, must not only cover costs for transportation but also provide a good level of profitability», claims the first vice-president of RZD Vadim Morozov.
On the other hand, Mr. Yakunin was rather judgmental in his promise to return cargo to the Transsib. RZD wants to find its own niche on the market. The company is not going to fight hard the sea transport, because it makes no sense. Volumes delivered by large vessels and those that can be transported by railway are not just comparable. OAO RZD, says Mr. Yakunin, must try to attract container flows that need high speed and punctuality. «If we get about 5-10% of the market of container transportation between Asia and Europe, the Transsib will be loaded fully», insists Yakunin. By 2015 RZD intends to reach the rate of 750-800 thousand TEUs of transit annually transported along the Transsib. The future promises an increase to 1 mln TEU. Of the world’s total 38 mln TEU, near 14 mln come from Asia. Part of this volume can be transferred to Russia. We are speaking about 1-1.3 mln TEU from the Northern provinces of China and 3 mln from Japan and South Korea.
In such a concept, price is not expected to be the most important factor. A proper level of service quality and twice reduced delivery time will attract consignors who are ready to pay higher rates than on sea routes. Industry experts think that developing a strictly defined segment is possible and can be effective, but some compulsory measures should be taken to achieve this aim. Some hard problems must still be solved and bottlenecks must be removed.
Things to be done
There still no all-inclusive logistics service that can be offered to a freight owner. «Today we’re not able to provide full chain transportation from door to door on a guaranteed price. To manage this concept, the company will buy stakes in container terminals», says Vladimir Yakunin. The first step has already been made. RZD is in the rocess of buying shares of the Novorossiysk commercial sea port.
The fast development of logistics services in Russia will contribute to the general growth of quality on the Transsib. The most noticeable feature of the logistics boom in the country is the construction of a great number of multimodal distribution centers. Most of them will be located along the Transsiberian railway.
Another difficulty is in the modern regulating policy of Russia. RZD transports freight offering rates set by the Federal Tariff Service; therefore; the company has no possibility to react to market changes. However, there is a long-discussed solution for this problem. RZD suggests setting up a range of rates within which the company can operate. The authorities will then keep regulating power over the monopoly, but the company will be able to balance demand and supply by providing an adequate price policy.
Last but not least comes the issue of image. The executive director of the Far East Shipping Company (FESCO) responsible for container logistics and intermodal transportations Sergey Kostyan remarks that the rapid increase in tariffs made «bad publicity for Transsib». Market makers were discouraged by the unpredictability of price policy, so great efforts will be necessary to convince them of its sustainability for years to come. Also there is another linked problem. Freight, of course, can come back to Transsib, but no regular flows currently exist. So, today a container may wait for a week before being sent by a block-train while in the past the waiting time consisted of one day.
The plan is already being brought into effect
While discussing the new concept the forwarders, «RZD» and other concerned players are doing much work. The Dalnevostochnaya railway, a branch of RZD, has reconstructed all its port stations and other items of infrastructure in order to service transit freight from Asia. The same steps will be made on the other end of Russia-related chain, at the Russia-Finland border crossings, by the Octyabrskaya railway.
RZD is negotiating with railway companies of South Korea and the Korean People’s Democratic Republic on resurrection of the Transkorean railway. If the plan is brought into effect, there will be a good opportunity for a fast delivery from South Korea to Transsib and further to Europe. In the light of positive growth forecasts for China and the world trade, the attractiveness of fast goods delivery through Russia by rail will undoubtedly grow.
In addition, there is another factor related not to trading, but to producing. Car consumption in Russia is booming, which is the reason for many carmakers to open production facilities in the country. For assembly productions great deliveries are required. So, RZD conducts negotiations with Volkswagen, which has its own plant in Kaluga and needs freight transportation from Europe to Russia. The Japanese producer Toyota, which is constructing facilities in St. Petersburg, is also considered as a possible user of the Transsib. The trend will continue, so there is potential for handling carmakers freights by rail, in particular the Transsib route involving.
One should take into account the fact that OAO TransContainer regarded by RZD as a general player on the market and the main force to boom volumes in container transportation on the Transsib has started its activity a few months ago, in July 2006. It will take some time for the company to form a strategy to attract freight to the route on a long-term basis.
Resume
The longest railway route of the world is gradually changing its specialization. From transporting «hidden import» at discount rates it is turning into a «highway» with a full range of services, first of all, logistic ones. The route still needs to find its new customers and reach a higher quality of activity. In a couple of years, the Transsib will return great volumes of containers, but in new conditions concrete figures will not play the most important role. The main topic will become profits earned by handling of one utility.
IVAN STUPACHENKO
[~DETAIL_TEXT] =>
Transit is falling down…
Till 2005, the Transsib-related price-making policy of the Russian government in cooperation with RZD had been encouraging forwarders and producers to increase volumes of cargo transported through Russia on the Far East-Europe railway routes. In the year 1999, the volume amounted 54 806 TEUs (34 622 in transit) and, with an annual growth 30-35%, they reached 388 000 in 2005 (184 000).
This year the price policy has crucially changed. Tariffs have been significantly raised. The rate for transportation of a loaded 40-foot-container rose by 34-330% and by 648% for an empty one. Thus, the round-trip price jumped considerably, too.
It has led to a rapid decrease in container traffic. According to the data of CCTT, the figures for 7 months of the year are as follows. The volume of imported containers is up by 47%, export grew by 20%, while the volume of transit containers went down by 69% year-on-year. «The largest part of the Far East-Finland flows that used to be transported through the Transsib are now re-routed to the deep-sea route instead of being serviced by the transport system of Russia», says CEO of OOO Transsiberian Intermodal Service Pavel Lagov. Marketing manager of VR Cargo Matti Andersson remarks as well that «transit has almost entirely disappeared».
At the same time the shipping companies on their Far East-Europe routes succeeded in lowering freight rates. The year-on-year data shows that commonly the rates have fallen by 30-35%. Nowadays shipping companies use a growing number of large vessels making it possible to take a larger shipload lot, which is resulting in a reduction in the cost of transportation. Today the delivery of a 40-foot-container from the Far East to Europe costs about USD 2600 i. e. about 700-800 less than by rail, depending on the route and other conditions.
This situation causes problems for different participants that served cargo flows on the Transsib. CEO of OOO Vostochnaya Stividornaya Company (Nakhodka) John Skurtis says that for 9 months this company handled 8 771 TEUs of transit, i. e. 89% less than a year ago. Export rose by 27% to 74309 TEUs import increased by 16% to 111075 TEUs.
…but hope remains
The final protocol of the CCTT assembly includes a few important articles. First of all, the council members concluded that the current price policy should be corrected. One may easily guess in what direction corrections must go: a return to the last year’s tariffs is a good way of revitalizing the route. Also they stated that the following measures must be taken.
Is price a determining factor?
One should remark that the change in the price policy did not occur without grave reasons. It is not a secret that for OAO RZD transit containers transportation was not a profitable business. The company’s President Vladimir Yakunin says that «all the participants of the chain, i. e. ports and shipping companies, earned money, while RZD did not». And this is the truth. The railway company ensured low tariff rates while partners raised prices for their own services. Such a situation did not meet RZD’s interests. Besides that, it is widely known that a large part of the transit between the Far East and Finland was the so called «hidden import’: goods were transported to Finland and then returned to Russia by trucks again at a special discount rate which caused financial losses for RZD and the state budget.
It is clear to everyone including the Russian Transport Minister Igor Levitin that the current tariffs reflect real cost of transportation, as well as the fact that RZD is not going to lose money on the route any longer. «We’re of a solid position on the issue: tariff even with all special rates and discounts, must not only cover costs for transportation but also provide a good level of profitability», claims the first vice-president of RZD Vadim Morozov.
On the other hand, Mr. Yakunin was rather judgmental in his promise to return cargo to the Transsib. RZD wants to find its own niche on the market. The company is not going to fight hard the sea transport, because it makes no sense. Volumes delivered by large vessels and those that can be transported by railway are not just comparable. OAO RZD, says Mr. Yakunin, must try to attract container flows that need high speed and punctuality. «If we get about 5-10% of the market of container transportation between Asia and Europe, the Transsib will be loaded fully», insists Yakunin. By 2015 RZD intends to reach the rate of 750-800 thousand TEUs of transit annually transported along the Transsib. The future promises an increase to 1 mln TEU. Of the world’s total 38 mln TEU, near 14 mln come from Asia. Part of this volume can be transferred to Russia. We are speaking about 1-1.3 mln TEU from the Northern provinces of China and 3 mln from Japan and South Korea.
In such a concept, price is not expected to be the most important factor. A proper level of service quality and twice reduced delivery time will attract consignors who are ready to pay higher rates than on sea routes. Industry experts think that developing a strictly defined segment is possible and can be effective, but some compulsory measures should be taken to achieve this aim. Some hard problems must still be solved and bottlenecks must be removed.
Things to be done
There still no all-inclusive logistics service that can be offered to a freight owner. «Today we’re not able to provide full chain transportation from door to door on a guaranteed price. To manage this concept, the company will buy stakes in container terminals», says Vladimir Yakunin. The first step has already been made. RZD is in the rocess of buying shares of the Novorossiysk commercial sea port.
The fast development of logistics services in Russia will contribute to the general growth of quality on the Transsib. The most noticeable feature of the logistics boom in the country is the construction of a great number of multimodal distribution centers. Most of them will be located along the Transsiberian railway.
Another difficulty is in the modern regulating policy of Russia. RZD transports freight offering rates set by the Federal Tariff Service; therefore; the company has no possibility to react to market changes. However, there is a long-discussed solution for this problem. RZD suggests setting up a range of rates within which the company can operate. The authorities will then keep regulating power over the monopoly, but the company will be able to balance demand and supply by providing an adequate price policy.
Last but not least comes the issue of image. The executive director of the Far East Shipping Company (FESCO) responsible for container logistics and intermodal transportations Sergey Kostyan remarks that the rapid increase in tariffs made «bad publicity for Transsib». Market makers were discouraged by the unpredictability of price policy, so great efforts will be necessary to convince them of its sustainability for years to come. Also there is another linked problem. Freight, of course, can come back to Transsib, but no regular flows currently exist. So, today a container may wait for a week before being sent by a block-train while in the past the waiting time consisted of one day.
The plan is already being brought into effect
While discussing the new concept the forwarders, «RZD» and other concerned players are doing much work. The Dalnevostochnaya railway, a branch of RZD, has reconstructed all its port stations and other items of infrastructure in order to service transit freight from Asia. The same steps will be made on the other end of Russia-related chain, at the Russia-Finland border crossings, by the Octyabrskaya railway.
RZD is negotiating with railway companies of South Korea and the Korean People’s Democratic Republic on resurrection of the Transkorean railway. If the plan is brought into effect, there will be a good opportunity for a fast delivery from South Korea to Transsib and further to Europe. In the light of positive growth forecasts for China and the world trade, the attractiveness of fast goods delivery through Russia by rail will undoubtedly grow.
In addition, there is another factor related not to trading, but to producing. Car consumption in Russia is booming, which is the reason for many carmakers to open production facilities in the country. For assembly productions great deliveries are required. So, RZD conducts negotiations with Volkswagen, which has its own plant in Kaluga and needs freight transportation from Europe to Russia. The Japanese producer Toyota, which is constructing facilities in St. Petersburg, is also considered as a possible user of the Transsib. The trend will continue, so there is potential for handling carmakers freights by rail, in particular the Transsib route involving.
One should take into account the fact that OAO TransContainer regarded by RZD as a general player on the market and the main force to boom volumes in container transportation on the Transsib has started its activity a few months ago, in July 2006. It will take some time for the company to form a strategy to attract freight to the route on a long-term basis.
Resume
The longest railway route of the world is gradually changing its specialization. From transporting «hidden import» at discount rates it is turning into a «highway» with a full range of services, first of all, logistic ones. The route still needs to find its new customers and reach a higher quality of activity. In a couple of years, the Transsib will return great volumes of containers, but in new conditions concrete figures will not play the most important role. The main topic will become profits earned by handling of one utility.
IVAN STUPACHENKO
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[SECTION_META_DESCRIPTION] => In October 2006, an assembly of The International coordinating Council on Transsiberian Transportation (CCTT) took place in Vilnius, Lithuania. By then transit containers had fallen in comparison to the previous year by about 90%. The council members decided to ask OAO RZD to reduce prices for transit transportation and improve their quality of service. In its turn, RZD refuses to work on unprofitable terms and intends to find freight owners ready to pay more for a fast and punctual transportation.<BR>
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[DETAIL_TEXT] =>
Transit is falling down…
Till 2005, the Transsib-related price-making policy of the Russian government in cooperation with RZD had been encouraging forwarders and producers to increase volumes of cargo transported through Russia on the Far East-Europe railway routes. In the year 1999, the volume amounted 54 806 TEUs (34 622 in transit) and, with an annual growth 30-35%, they reached 388 000 in 2005 (184 000).
This year the price policy has crucially changed. Tariffs have been significantly raised. The rate for transportation of a loaded 40-foot-container rose by 34-330% and by 648% for an empty one. Thus, the round-trip price jumped considerably, too.
It has led to a rapid decrease in container traffic. According to the data of CCTT, the figures for 7 months of the year are as follows. The volume of imported containers is up by 47%, export grew by 20%, while the volume of transit containers went down by 69% year-on-year. «The largest part of the Far East-Finland flows that used to be transported through the Transsib are now re-routed to the deep-sea route instead of being serviced by the transport system of Russia», says CEO of OOO Transsiberian Intermodal Service Pavel Lagov. Marketing manager of VR Cargo Matti Andersson remarks as well that «transit has almost entirely disappeared».
At the same time the shipping companies on their Far East-Europe routes succeeded in lowering freight rates. The year-on-year data shows that commonly the rates have fallen by 30-35%. Nowadays shipping companies use a growing number of large vessels making it possible to take a larger shipload lot, which is resulting in a reduction in the cost of transportation. Today the delivery of a 40-foot-container from the Far East to Europe costs about USD 2600 i. e. about 700-800 less than by rail, depending on the route and other conditions.
This situation causes problems for different participants that served cargo flows on the Transsib. CEO of OOO Vostochnaya Stividornaya Company (Nakhodka) John Skurtis says that for 9 months this company handled 8 771 TEUs of transit, i. e. 89% less than a year ago. Export rose by 27% to 74309 TEUs import increased by 16% to 111075 TEUs.
…but hope remains
The final protocol of the CCTT assembly includes a few important articles. First of all, the council members concluded that the current price policy should be corrected. One may easily guess in what direction corrections must go: a return to the last year’s tariffs is a good way of revitalizing the route. Also they stated that the following measures must be taken.
Is price a determining factor?
One should remark that the change in the price policy did not occur without grave reasons. It is not a secret that for OAO RZD transit containers transportation was not a profitable business. The company’s President Vladimir Yakunin says that «all the participants of the chain, i. e. ports and shipping companies, earned money, while RZD did not». And this is the truth. The railway company ensured low tariff rates while partners raised prices for their own services. Such a situation did not meet RZD’s interests. Besides that, it is widely known that a large part of the transit between the Far East and Finland was the so called «hidden import’: goods were transported to Finland and then returned to Russia by trucks again at a special discount rate which caused financial losses for RZD and the state budget.
It is clear to everyone including the Russian Transport Minister Igor Levitin that the current tariffs reflect real cost of transportation, as well as the fact that RZD is not going to lose money on the route any longer. «We’re of a solid position on the issue: tariff even with all special rates and discounts, must not only cover costs for transportation but also provide a good level of profitability», claims the first vice-president of RZD Vadim Morozov.
On the other hand, Mr. Yakunin was rather judgmental in his promise to return cargo to the Transsib. RZD wants to find its own niche on the market. The company is not going to fight hard the sea transport, because it makes no sense. Volumes delivered by large vessels and those that can be transported by railway are not just comparable. OAO RZD, says Mr. Yakunin, must try to attract container flows that need high speed and punctuality. «If we get about 5-10% of the market of container transportation between Asia and Europe, the Transsib will be loaded fully», insists Yakunin. By 2015 RZD intends to reach the rate of 750-800 thousand TEUs of transit annually transported along the Transsib. The future promises an increase to 1 mln TEU. Of the world’s total 38 mln TEU, near 14 mln come from Asia. Part of this volume can be transferred to Russia. We are speaking about 1-1.3 mln TEU from the Northern provinces of China and 3 mln from Japan and South Korea.
In such a concept, price is not expected to be the most important factor. A proper level of service quality and twice reduced delivery time will attract consignors who are ready to pay higher rates than on sea routes. Industry experts think that developing a strictly defined segment is possible and can be effective, but some compulsory measures should be taken to achieve this aim. Some hard problems must still be solved and bottlenecks must be removed.
Things to be done
There still no all-inclusive logistics service that can be offered to a freight owner. «Today we’re not able to provide full chain transportation from door to door on a guaranteed price. To manage this concept, the company will buy stakes in container terminals», says Vladimir Yakunin. The first step has already been made. RZD is in the rocess of buying shares of the Novorossiysk commercial sea port.
The fast development of logistics services in Russia will contribute to the general growth of quality on the Transsib. The most noticeable feature of the logistics boom in the country is the construction of a great number of multimodal distribution centers. Most of them will be located along the Transsiberian railway.
Another difficulty is in the modern regulating policy of Russia. RZD transports freight offering rates set by the Federal Tariff Service; therefore; the company has no possibility to react to market changes. However, there is a long-discussed solution for this problem. RZD suggests setting up a range of rates within which the company can operate. The authorities will then keep regulating power over the monopoly, but the company will be able to balance demand and supply by providing an adequate price policy.
Last but not least comes the issue of image. The executive director of the Far East Shipping Company (FESCO) responsible for container logistics and intermodal transportations Sergey Kostyan remarks that the rapid increase in tariffs made «bad publicity for Transsib». Market makers were discouraged by the unpredictability of price policy, so great efforts will be necessary to convince them of its sustainability for years to come. Also there is another linked problem. Freight, of course, can come back to Transsib, but no regular flows currently exist. So, today a container may wait for a week before being sent by a block-train while in the past the waiting time consisted of one day.
The plan is already being brought into effect
While discussing the new concept the forwarders, «RZD» and other concerned players are doing much work. The Dalnevostochnaya railway, a branch of RZD, has reconstructed all its port stations and other items of infrastructure in order to service transit freight from Asia. The same steps will be made on the other end of Russia-related chain, at the Russia-Finland border crossings, by the Octyabrskaya railway.
RZD is negotiating with railway companies of South Korea and the Korean People’s Democratic Republic on resurrection of the Transkorean railway. If the plan is brought into effect, there will be a good opportunity for a fast delivery from South Korea to Transsib and further to Europe. In the light of positive growth forecasts for China and the world trade, the attractiveness of fast goods delivery through Russia by rail will undoubtedly grow.
In addition, there is another factor related not to trading, but to producing. Car consumption in Russia is booming, which is the reason for many carmakers to open production facilities in the country. For assembly productions great deliveries are required. So, RZD conducts negotiations with Volkswagen, which has its own plant in Kaluga and needs freight transportation from Europe to Russia. The Japanese producer Toyota, which is constructing facilities in St. Petersburg, is also considered as a possible user of the Transsib. The trend will continue, so there is potential for handling carmakers freights by rail, in particular the Transsib route involving.
One should take into account the fact that OAO TransContainer regarded by RZD as a general player on the market and the main force to boom volumes in container transportation on the Transsib has started its activity a few months ago, in July 2006. It will take some time for the company to form a strategy to attract freight to the route on a long-term basis.
Resume
The longest railway route of the world is gradually changing its specialization. From transporting «hidden import» at discount rates it is turning into a «highway» with a full range of services, first of all, logistic ones. The route still needs to find its new customers and reach a higher quality of activity. In a couple of years, the Transsib will return great volumes of containers, but in new conditions concrete figures will not play the most important role. The main topic will become profits earned by handling of one utility.
IVAN STUPACHENKO
[~DETAIL_TEXT] =>
Transit is falling down…
Till 2005, the Transsib-related price-making policy of the Russian government in cooperation with RZD had been encouraging forwarders and producers to increase volumes of cargo transported through Russia on the Far East-Europe railway routes. In the year 1999, the volume amounted 54 806 TEUs (34 622 in transit) and, with an annual growth 30-35%, they reached 388 000 in 2005 (184 000).
This year the price policy has crucially changed. Tariffs have been significantly raised. The rate for transportation of a loaded 40-foot-container rose by 34-330% and by 648% for an empty one. Thus, the round-trip price jumped considerably, too.
It has led to a rapid decrease in container traffic. According to the data of CCTT, the figures for 7 months of the year are as follows. The volume of imported containers is up by 47%, export grew by 20%, while the volume of transit containers went down by 69% year-on-year. «The largest part of the Far East-Finland flows that used to be transported through the Transsib are now re-routed to the deep-sea route instead of being serviced by the transport system of Russia», says CEO of OOO Transsiberian Intermodal Service Pavel Lagov. Marketing manager of VR Cargo Matti Andersson remarks as well that «transit has almost entirely disappeared».
At the same time the shipping companies on their Far East-Europe routes succeeded in lowering freight rates. The year-on-year data shows that commonly the rates have fallen by 30-35%. Nowadays shipping companies use a growing number of large vessels making it possible to take a larger shipload lot, which is resulting in a reduction in the cost of transportation. Today the delivery of a 40-foot-container from the Far East to Europe costs about USD 2600 i. e. about 700-800 less than by rail, depending on the route and other conditions.
This situation causes problems for different participants that served cargo flows on the Transsib. CEO of OOO Vostochnaya Stividornaya Company (Nakhodka) John Skurtis says that for 9 months this company handled 8 771 TEUs of transit, i. e. 89% less than a year ago. Export rose by 27% to 74309 TEUs import increased by 16% to 111075 TEUs.
…but hope remains
The final protocol of the CCTT assembly includes a few important articles. First of all, the council members concluded that the current price policy should be corrected. One may easily guess in what direction corrections must go: a return to the last year’s tariffs is a good way of revitalizing the route. Also they stated that the following measures must be taken.
Is price a determining factor?
One should remark that the change in the price policy did not occur without grave reasons. It is not a secret that for OAO RZD transit containers transportation was not a profitable business. The company’s President Vladimir Yakunin says that «all the participants of the chain, i. e. ports and shipping companies, earned money, while RZD did not». And this is the truth. The railway company ensured low tariff rates while partners raised prices for their own services. Such a situation did not meet RZD’s interests. Besides that, it is widely known that a large part of the transit between the Far East and Finland was the so called «hidden import’: goods were transported to Finland and then returned to Russia by trucks again at a special discount rate which caused financial losses for RZD and the state budget.
It is clear to everyone including the Russian Transport Minister Igor Levitin that the current tariffs reflect real cost of transportation, as well as the fact that RZD is not going to lose money on the route any longer. «We’re of a solid position on the issue: tariff even with all special rates and discounts, must not only cover costs for transportation but also provide a good level of profitability», claims the first vice-president of RZD Vadim Morozov.
On the other hand, Mr. Yakunin was rather judgmental in his promise to return cargo to the Transsib. RZD wants to find its own niche on the market. The company is not going to fight hard the sea transport, because it makes no sense. Volumes delivered by large vessels and those that can be transported by railway are not just comparable. OAO RZD, says Mr. Yakunin, must try to attract container flows that need high speed and punctuality. «If we get about 5-10% of the market of container transportation between Asia and Europe, the Transsib will be loaded fully», insists Yakunin. By 2015 RZD intends to reach the rate of 750-800 thousand TEUs of transit annually transported along the Transsib. The future promises an increase to 1 mln TEU. Of the world’s total 38 mln TEU, near 14 mln come from Asia. Part of this volume can be transferred to Russia. We are speaking about 1-1.3 mln TEU from the Northern provinces of China and 3 mln from Japan and South Korea.
In such a concept, price is not expected to be the most important factor. A proper level of service quality and twice reduced delivery time will attract consignors who are ready to pay higher rates than on sea routes. Industry experts think that developing a strictly defined segment is possible and can be effective, but some compulsory measures should be taken to achieve this aim. Some hard problems must still be solved and bottlenecks must be removed.
Things to be done
There still no all-inclusive logistics service that can be offered to a freight owner. «Today we’re not able to provide full chain transportation from door to door on a guaranteed price. To manage this concept, the company will buy stakes in container terminals», says Vladimir Yakunin. The first step has already been made. RZD is in the rocess of buying shares of the Novorossiysk commercial sea port.
The fast development of logistics services in Russia will contribute to the general growth of quality on the Transsib. The most noticeable feature of the logistics boom in the country is the construction of a great number of multimodal distribution centers. Most of them will be located along the Transsiberian railway.
Another difficulty is in the modern regulating policy of Russia. RZD transports freight offering rates set by the Federal Tariff Service; therefore; the company has no possibility to react to market changes. However, there is a long-discussed solution for this problem. RZD suggests setting up a range of rates within which the company can operate. The authorities will then keep regulating power over the monopoly, but the company will be able to balance demand and supply by providing an adequate price policy.
Last but not least comes the issue of image. The executive director of the Far East Shipping Company (FESCO) responsible for container logistics and intermodal transportations Sergey Kostyan remarks that the rapid increase in tariffs made «bad publicity for Transsib». Market makers were discouraged by the unpredictability of price policy, so great efforts will be necessary to convince them of its sustainability for years to come. Also there is another linked problem. Freight, of course, can come back to Transsib, but no regular flows currently exist. So, today a container may wait for a week before being sent by a block-train while in the past the waiting time consisted of one day.
The plan is already being brought into effect
While discussing the new concept the forwarders, «RZD» and other concerned players are doing much work. The Dalnevostochnaya railway, a branch of RZD, has reconstructed all its port stations and other items of infrastructure in order to service transit freight from Asia. The same steps will be made on the other end of Russia-related chain, at the Russia-Finland border crossings, by the Octyabrskaya railway.
RZD is negotiating with railway companies of South Korea and the Korean People’s Democratic Republic on resurrection of the Transkorean railway. If the plan is brought into effect, there will be a good opportunity for a fast delivery from South Korea to Transsib and further to Europe. In the light of positive growth forecasts for China and the world trade, the attractiveness of fast goods delivery through Russia by rail will undoubtedly grow.
In addition, there is another factor related not to trading, but to producing. Car consumption in Russia is booming, which is the reason for many carmakers to open production facilities in the country. For assembly productions great deliveries are required. So, RZD conducts negotiations with Volkswagen, which has its own plant in Kaluga and needs freight transportation from Europe to Russia. The Japanese producer Toyota, which is constructing facilities in St. Petersburg, is also considered as a possible user of the Transsib. The trend will continue, so there is potential for handling carmakers freights by rail, in particular the Transsib route involving.
One should take into account the fact that OAO TransContainer regarded by RZD as a general player on the market and the main force to boom volumes in container transportation on the Transsib has started its activity a few months ago, in July 2006. It will take some time for the company to form a strategy to attract freight to the route on a long-term basis.
Resume
The longest railway route of the world is gradually changing its specialization. From transporting «hidden import» at discount rates it is turning into a «highway» with a full range of services, first of all, logistic ones. The route still needs to find its new customers and reach a higher quality of activity. In a couple of years, the Transsib will return great volumes of containers, but in new conditions concrete figures will not play the most important role. The main topic will become profits earned by handling of one utility.
IVAN STUPACHENKO
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