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Key Industry

According to the data given by АСМ-Holding, during the first seven months of 2006, domestic cars production grew by 10% compared to 8% drop last year. Results of the first half of 2006 show that foreign cars sales, including those assembled in Russia, increased by 55% year-on-year. Several world brand manufacturers are building their factories in Russia and by the time of their reaching full production capacities the number of foreign cars manufactured in the RF will exceed one million units per year. 

Another great push for industry development and its investment attractiveness increase has become the approval of amendments developed by the Ministry of Economic Development and Trade for the Government decree on industrial assembly. Starting from September 2006 manufacturers of components for foreign cars can function in Russia in the mode of industrial assembly and use customs privileges for details import (earlier this privileges only applied car manufacturers). At present, according to the Ministry of Economic Development and Trade, nine contracts have been signed within the mode of industrial assembly. Having concluded their contracts, motor cars manufacturers plan to produce about 700 thousand units per year, with the investment volume worth USD 2.2 bln. 

In general, in the last four years new cars sales in Russia increased by over 30%. The progress made is as follows: 1.2 mln units sold in 2000 (including second-hand cars) and 1.8 mln units in 2005.

The market of car transportation is quite prospective and highly-profitable. According to ОАО RZD forecast, the general volume of new and second-hand cars transportation, including transit to the CIS, by 2010 will amount to over 3 mln units.

At the same time, even now in the most developed segment of cars transportation by trucks there is a shortage of specialized trucks that makes it possible to increase transportation cost without services improvement by motor carriers. Considering the growing volumes of motor cars supplies to Russia, this deficit will be increasing. Experts believe that the market of motor cars logistic faces an uneasy period. There are some more reasons for that, besides the above-mentioned lack of specialized transport. Thus, the number of terminals that service the import flow is insufficient. Border check-points are packed with queues. It is not a secret that Russian roads in some regions are in a poor state and after transportation along these routes cars need repair. In this respect, key motor cars manufacturers and dealers should pay attention to the railway transport that could become a perfect alternative.



Dreaming of Cargo Flow Increase

However, the railway transport role in delivering cars is not very significant now. Truck transportation makes 100% for distances up to 2 thousand kilometers. Motor cars transportation by railways is considered profitable for distances over 3.5 thousand kilometers. Such transportation share does not exceed 10%. Basically, railways transport AVTOVAZ production (this factory was initially constructed for its production to be transported by railways only) and also second-hand cars following from the Far East and Baltic countries.

At the same time according to experts, in developed countries motor cars are traditionally transported by railways. For example, in North America this sort of transportation makes 70% and takes the third place in railway cargo throughput after coal and chemicals. The same is true for Europe. 

One of the basic reasons why railways are used for this purpose insufficiently is lack of specialized rolling stock suitable for new foreign cars transportation. Moreover, delivery term by railways is significantly longer compared to trucks. Lack of distribution terminals that allow to accumulate, sort and prepare motor cars for loading onto the platforms is a serious obstacle for railway transportation development in this segment. In general, transport services on motor cars delivery by railways are not wide-ranged, their quality is not very high and important complex attitude is not developed. Moreover, there are some problems with getting information on tracking the car on the route during railway transportation. 

Transportation logistic of production manufactured by motor enterprises integrated with the Russian industrial capacities is based on three major schemes: import components supplies; supplies of components produced by Russian manufactures; and production distribution. «This multi-direction logistic makes manufactures do all their best to decrease the transport component», Peter Baskakov, CEO of ОАО TransContainer, emphasizes.

Ivan Bonchev, Head of the Department of services for motor manufacturers, Ernst&Young, underlines that the major obstacles in the way of developing logistic schemes for motor cars transportation to Russia by railway are long customs procedures, long terms of delivery (motor cars manufacturers claim 5-7 working days, while in reality while in reality this period makes two weeks). Moreover, only about 60% of the market is regulated by contractual obligations between logistic companies and official importers, since another part of the market is a field for illegal import schemes.

«We expect from railways not only shortening of delivery term and transportation tariff optimization, but also quality improvement. First of all, this has to do with complexity of provided services, proper functioning of railway terminals, personnel training and increase in transparency of OAO RZD functioning», emphasizes Head of Logistic Department of ООО Volkswagen Group Russia Elena Kostereva. 

Currently transportation quality is not always perfect. Edward Karibov, Manager on planning and logistic Ford Motor Russia, notes that manufacturers often face cargo damage while transported by railway. «This damage is part of our losses calculated beforehand since it is not always possible to prove to the insurers it was OAO RZD fault».

Vadim Morozov, First Vice-President of OAO RZD, believes this situation is quite normal, since such service as motor cars transportation without respective services is not popular among customers. For a number of reasons OAO RZD is not capable to provide high-quality logistic services; the company is not experienced enough for this sort of transportation. At the same time, financial loans can not solve this problem.



Major routes

Despite the fact that motor cars transportation share is not very significant, certain projects are implemented in this sector; a great number of cars is transported by the container park of ОАО TransContainer. In January 2005, the company started supplies for Hyundai cars assembly from Korea Republic to Taganrog Motor Car Works. This project is successfully developing in cooperation with OAO Russkaya Troika. Incidentally, Russkaya Troika transports about 70–75% of components for Taganrog Motor Car Works, practicing 100% container transportation. 

In May, in the framework of the national project «Public Health», on long-term agreement with ОАО GAZ TransContainer started supplies of ambulances to Siberia and North regions.

«In March we started to deliver components of GM Daewoo to a motor factory in Uzbekistan. Earlier this cargo was transported via the TransChinese route, but, when offered by our agent in South Korea, the service with the applying TransSiberian route capacities made it possible to shorten the time of through-delivery from Korea to Uzbekistan from 28 days to 15 days. In November we increase our transportation volumes via this route from 50% to 75%»», Peter Baskakov says. 

At present the company has successfully completed another round of negotiations with Volkswagen on components supplies to Kaluga Car Works (Moscow region). This project is important since it envisages cooperation of TransContainer with forwarding companies of German Railways. «Also, together with our strategic partner – Ukrainian State Center of Container Service Liski, we are implementing regular deliveries of components produced by Renault from Hungary to Moscow via Ukraine. From Hungary containerized trains arrive at one of Moscow stations where they undergo customs procedures and unloading. Further on, to the final destination - Avtoframos Factory, components are transported by trucks. In general, transportation, including loading, takes about a week», Peter Baskakov added. 

One of the biggest players on the market of motor cars railway transportation is Group of companies Apparel that operates park of 1100 specialized rail cars. The company implements the strategy of differentiation i.e. it functions as a transport-forwarding company specializing in one sort of production that requires specialized rolling stock, specialized technical services and loading\unloading equipment. Major clients of the company are the Russian motor car manufacturing factories. 

In 2005–2006 Eurosib transported motor cars and components in containers from China for such big companies as Irito, Beijing Jeep etc. Major directions for transportation were Siberia, Central and South part of Russia. Also Eurosib considers the opportunity to transport motor cars and components from Europe. Moreover, Far Eastern Transport Group, F.Е.-Trans, and Novaya Perevozochnaya Kompaniya also operate on this market.



Is there enough space for everybody?

Recently several ambitious projects have been presented that are closely connected with the development of motor cars and components transportation sector. 

OAO RZD Board approved documents on its daughter company launch jointly with ООО TransGroup АС enterprise to specialize in motor cars transportation by railways. 

When developing the business-project in order to launch schemes of future cooperation, the new company with customers ООО TransGroup АС got under lease terms over 1.5 thousand specialized rail cars. As a result, by now the client base has been formed and the required contracts concluded, highly skilled management attracted and work on modernization of rolling stock is being carried on. 

At the same time, in the words of Vadim Morozov, OAO RZD First Vice-President, the project envisages «not only making the structure of rail car park correspond to the modern market demands, rolling stock renewal and modernization, but also new motor terminals construction, switching serious volumes of motor cars transportation from foreign countries to Russia, launching service centers close to terminals to provide clients with complex logistic services«.

Most part of profit received from motor cars railway transportation is to be invested into the rail car renewal and terminal complex development. Thus, it is planned that by the seventh year of joint venture functioning on the market the number of rail cars of the park will reach 10750 specialized rail units developed for TransGroup AS by Fahrzeugtechnik Dessau AG company (Germany) and border check-points will be located in Moscow, Yekaterinburg, Novosibirsk, Kaliningrad, Almaty (Kazakhstan) and Kiev (Ukraine). Moreover, sea ports will perform as motor terminals. «Estonian Muuga is already ready to unload the packed with motor cars ports of Finland, and the first stage of the terminal in the Holy Trinity Bay will be put into operation in November 2006», V.Morozov says. 

In accordance with the basic scenario of the new daughter company development, by 2012 the company plans to take about 70% of motor cars railway transportation market and about 25% from the aggregate volume of motor cars transportation in Russia. 

Motor cars transportation by specialized rolling stock has certain advantages. In the first turn, it gives better cargo safety, as it is totally protected from external actions. It is also very important that modern rail cars can transport about 16 motor cars compared to trucks capable of carrying only six-seven units. 

Automobile industry is actively containerized as well. The reason for this phenomenon lies in the fact that to transport motor cars on short distances there are not enough rail cars, and to transport this sort of production on long distance is cheaper, safer and faster by containers. At the same time, in expert opinion, motor cars and components in South-Eastern Asia are more containerized than those in Europe. 

From the beginning of the year, on the basis of the Russian and foreign agencies, the ОАО TransContainer system of customer service has been launched. Immediate contacts of TransContainer agents in the CIS and Baltic countries, Europe and South-Eastern Asia with big cargo owners or their affiliate forwarding companies expand opportunities to launch ring-routes that could optimize transport expenditures. 

The first proposal to transport motor cars in containers as an independent service was made by Novaya Perevozochnaya Kompaniya. Some other companies also tried to provide this type of transportation, but this service was not of regular and popular sort. As a rule, it meant a dispatch of two-three cars. The first set of motor cars transported in containers from Vladivostok was dispatched in late August 2006. 

Novaya Perevozochnaya Kompaniya plans are quite ambitious. «In accordance with our preliminary calculations, next year we can transport about 2 thousand containers towards Siberia, Ural, and Far Eastern ports. In order to achieve this, we plan to use our own and leased rolling stock in the volume of 2 thousand of 20-ft containers and also the network of private container terminals – private and jointly with other operator-companies», Igor Asaturov, Novaya Perevozochnaya Kompaniya, says.

In expert opinion, on Vladivostok-Moscow direction the company’s project can become successful only under conditions of second-hand motor cars transportation. The situation with new cars can be more complicated. However, Novaya Perevozochnaya Kompaniya has a chance to get this niche as well.

The Eurosib company, together with Novosibirsk motor industry enterprises, started the transportation of motor cars from China. The first set of 96 Cherries arrived in Novosibirsk in 24 Trans-Rak containers. As of October 2006, Eurosib will implement regular transportation of motor cars from China to Russia in Trans-Rak containers. ООО Cherry-Motors and Atlant-М holding perform as its major clients. Transportation will be implemented by two block-trains with 45—50 fitting platforms each carrying Trans-Rak containers to Novosibirsk and Moscow. 

Now already 48 containers belonging to Eurosib are newly equipped and have a Lloyd certificate. According to the Trans-Rak representative, Eurosib is the first company on the former USSR territory who has bought such container system. 

Trans-Rak system allows to carry four motor cars in standard 40-ft container; earlier only three motor cars could be transported in this capacity. Thus, Trans-Rak makes it possible to transport four cars at the price of three. 

Andrey Gorodetsky, head of the South-Eastern Asia direction of Eurosib-Terminal, states the company has concluded a contract on production and installation of one hundred sets of new equipment. «I think, new technology will become popular among cargo owners and it is likely that we shall enhance the park of such containers in the future», he says.



YEKATERINA  GLAZUNOVA
    [~DETAIL_TEXT] => 

Key Industry

According to the data given by АСМ-Holding, during the first seven months of 2006, domestic cars production grew by 10% compared to 8% drop last year. Results of the first half of 2006 show that foreign cars sales, including those assembled in Russia, increased by 55% year-on-year. Several world brand manufacturers are building their factories in Russia and by the time of their reaching full production capacities the number of foreign cars manufactured in the RF will exceed one million units per year. 

Another great push for industry development and its investment attractiveness increase has become the approval of amendments developed by the Ministry of Economic Development and Trade for the Government decree on industrial assembly. Starting from September 2006 manufacturers of components for foreign cars can function in Russia in the mode of industrial assembly and use customs privileges for details import (earlier this privileges only applied car manufacturers). At present, according to the Ministry of Economic Development and Trade, nine contracts have been signed within the mode of industrial assembly. Having concluded their contracts, motor cars manufacturers plan to produce about 700 thousand units per year, with the investment volume worth USD 2.2 bln. 

In general, in the last four years new cars sales in Russia increased by over 30%. The progress made is as follows: 1.2 mln units sold in 2000 (including second-hand cars) and 1.8 mln units in 2005.

The market of car transportation is quite prospective and highly-profitable. According to ОАО RZD forecast, the general volume of new and second-hand cars transportation, including transit to the CIS, by 2010 will amount to over 3 mln units.

At the same time, even now in the most developed segment of cars transportation by trucks there is a shortage of specialized trucks that makes it possible to increase transportation cost without services improvement by motor carriers. Considering the growing volumes of motor cars supplies to Russia, this deficit will be increasing. Experts believe that the market of motor cars logistic faces an uneasy period. There are some more reasons for that, besides the above-mentioned lack of specialized transport. Thus, the number of terminals that service the import flow is insufficient. Border check-points are packed with queues. It is not a secret that Russian roads in some regions are in a poor state and after transportation along these routes cars need repair. In this respect, key motor cars manufacturers and dealers should pay attention to the railway transport that could become a perfect alternative.



Dreaming of Cargo Flow Increase

However, the railway transport role in delivering cars is not very significant now. Truck transportation makes 100% for distances up to 2 thousand kilometers. Motor cars transportation by railways is considered profitable for distances over 3.5 thousand kilometers. Such transportation share does not exceed 10%. Basically, railways transport AVTOVAZ production (this factory was initially constructed for its production to be transported by railways only) and also second-hand cars following from the Far East and Baltic countries.

At the same time according to experts, in developed countries motor cars are traditionally transported by railways. For example, in North America this sort of transportation makes 70% and takes the third place in railway cargo throughput after coal and chemicals. The same is true for Europe. 

One of the basic reasons why railways are used for this purpose insufficiently is lack of specialized rolling stock suitable for new foreign cars transportation. Moreover, delivery term by railways is significantly longer compared to trucks. Lack of distribution terminals that allow to accumulate, sort and prepare motor cars for loading onto the platforms is a serious obstacle for railway transportation development in this segment. In general, transport services on motor cars delivery by railways are not wide-ranged, their quality is not very high and important complex attitude is not developed. Moreover, there are some problems with getting information on tracking the car on the route during railway transportation. 

Transportation logistic of production manufactured by motor enterprises integrated with the Russian industrial capacities is based on three major schemes: import components supplies; supplies of components produced by Russian manufactures; and production distribution. «This multi-direction logistic makes manufactures do all their best to decrease the transport component», Peter Baskakov, CEO of ОАО TransContainer, emphasizes.

Ivan Bonchev, Head of the Department of services for motor manufacturers, Ernst&Young, underlines that the major obstacles in the way of developing logistic schemes for motor cars transportation to Russia by railway are long customs procedures, long terms of delivery (motor cars manufacturers claim 5-7 working days, while in reality while in reality this period makes two weeks). Moreover, only about 60% of the market is regulated by contractual obligations between logistic companies and official importers, since another part of the market is a field for illegal import schemes.

«We expect from railways not only shortening of delivery term and transportation tariff optimization, but also quality improvement. First of all, this has to do with complexity of provided services, proper functioning of railway terminals, personnel training and increase in transparency of OAO RZD functioning», emphasizes Head of Logistic Department of ООО Volkswagen Group Russia Elena Kostereva. 

Currently transportation quality is not always perfect. Edward Karibov, Manager on planning and logistic Ford Motor Russia, notes that manufacturers often face cargo damage while transported by railway. «This damage is part of our losses calculated beforehand since it is not always possible to prove to the insurers it was OAO RZD fault».

Vadim Morozov, First Vice-President of OAO RZD, believes this situation is quite normal, since such service as motor cars transportation without respective services is not popular among customers. For a number of reasons OAO RZD is not capable to provide high-quality logistic services; the company is not experienced enough for this sort of transportation. At the same time, financial loans can not solve this problem.



Major routes

Despite the fact that motor cars transportation share is not very significant, certain projects are implemented in this sector; a great number of cars is transported by the container park of ОАО TransContainer. In January 2005, the company started supplies for Hyundai cars assembly from Korea Republic to Taganrog Motor Car Works. This project is successfully developing in cooperation with OAO Russkaya Troika. Incidentally, Russkaya Troika transports about 70–75% of components for Taganrog Motor Car Works, practicing 100% container transportation. 

In May, in the framework of the national project «Public Health», on long-term agreement with ОАО GAZ TransContainer started supplies of ambulances to Siberia and North regions.

«In March we started to deliver components of GM Daewoo to a motor factory in Uzbekistan. Earlier this cargo was transported via the TransChinese route, but, when offered by our agent in South Korea, the service with the applying TransSiberian route capacities made it possible to shorten the time of through-delivery from Korea to Uzbekistan from 28 days to 15 days. In November we increase our transportation volumes via this route from 50% to 75%»», Peter Baskakov says. 

At present the company has successfully completed another round of negotiations with Volkswagen on components supplies to Kaluga Car Works (Moscow region). This project is important since it envisages cooperation of TransContainer with forwarding companies of German Railways. «Also, together with our strategic partner – Ukrainian State Center of Container Service Liski, we are implementing regular deliveries of components produced by Renault from Hungary to Moscow via Ukraine. From Hungary containerized trains arrive at one of Moscow stations where they undergo customs procedures and unloading. Further on, to the final destination - Avtoframos Factory, components are transported by trucks. In general, transportation, including loading, takes about a week», Peter Baskakov added. 

One of the biggest players on the market of motor cars railway transportation is Group of companies Apparel that operates park of 1100 specialized rail cars. The company implements the strategy of differentiation i.e. it functions as a transport-forwarding company specializing in one sort of production that requires specialized rolling stock, specialized technical services and loading\unloading equipment. Major clients of the company are the Russian motor car manufacturing factories. 

In 2005–2006 Eurosib transported motor cars and components in containers from China for such big companies as Irito, Beijing Jeep etc. Major directions for transportation were Siberia, Central and South part of Russia. Also Eurosib considers the opportunity to transport motor cars and components from Europe. Moreover, Far Eastern Transport Group, F.Е.-Trans, and Novaya Perevozochnaya Kompaniya also operate on this market.



Is there enough space for everybody?

Recently several ambitious projects have been presented that are closely connected with the development of motor cars and components transportation sector. 

OAO RZD Board approved documents on its daughter company launch jointly with ООО TransGroup АС enterprise to specialize in motor cars transportation by railways. 

When developing the business-project in order to launch schemes of future cooperation, the new company with customers ООО TransGroup АС got under lease terms over 1.5 thousand specialized rail cars. As a result, by now the client base has been formed and the required contracts concluded, highly skilled management attracted and work on modernization of rolling stock is being carried on. 

At the same time, in the words of Vadim Morozov, OAO RZD First Vice-President, the project envisages «not only making the structure of rail car park correspond to the modern market demands, rolling stock renewal and modernization, but also new motor terminals construction, switching serious volumes of motor cars transportation from foreign countries to Russia, launching service centers close to terminals to provide clients with complex logistic services«.

Most part of profit received from motor cars railway transportation is to be invested into the rail car renewal and terminal complex development. Thus, it is planned that by the seventh year of joint venture functioning on the market the number of rail cars of the park will reach 10750 specialized rail units developed for TransGroup AS by Fahrzeugtechnik Dessau AG company (Germany) and border check-points will be located in Moscow, Yekaterinburg, Novosibirsk, Kaliningrad, Almaty (Kazakhstan) and Kiev (Ukraine). Moreover, sea ports will perform as motor terminals. «Estonian Muuga is already ready to unload the packed with motor cars ports of Finland, and the first stage of the terminal in the Holy Trinity Bay will be put into operation in November 2006», V.Morozov says. 

In accordance with the basic scenario of the new daughter company development, by 2012 the company plans to take about 70% of motor cars railway transportation market and about 25% from the aggregate volume of motor cars transportation in Russia. 

Motor cars transportation by specialized rolling stock has certain advantages. In the first turn, it gives better cargo safety, as it is totally protected from external actions. It is also very important that modern rail cars can transport about 16 motor cars compared to trucks capable of carrying only six-seven units. 

Automobile industry is actively containerized as well. The reason for this phenomenon lies in the fact that to transport motor cars on short distances there are not enough rail cars, and to transport this sort of production on long distance is cheaper, safer and faster by containers. At the same time, in expert opinion, motor cars and components in South-Eastern Asia are more containerized than those in Europe. 

From the beginning of the year, on the basis of the Russian and foreign agencies, the ОАО TransContainer system of customer service has been launched. Immediate contacts of TransContainer agents in the CIS and Baltic countries, Europe and South-Eastern Asia with big cargo owners or their affiliate forwarding companies expand opportunities to launch ring-routes that could optimize transport expenditures. 

The first proposal to transport motor cars in containers as an independent service was made by Novaya Perevozochnaya Kompaniya. Some other companies also tried to provide this type of transportation, but this service was not of regular and popular sort. As a rule, it meant a dispatch of two-three cars. The first set of motor cars transported in containers from Vladivostok was dispatched in late August 2006. 

Novaya Perevozochnaya Kompaniya plans are quite ambitious. «In accordance with our preliminary calculations, next year we can transport about 2 thousand containers towards Siberia, Ural, and Far Eastern ports. In order to achieve this, we plan to use our own and leased rolling stock in the volume of 2 thousand of 20-ft containers and also the network of private container terminals – private and jointly with other operator-companies», Igor Asaturov, Novaya Perevozochnaya Kompaniya, says.

In expert opinion, on Vladivostok-Moscow direction the company’s project can become successful only under conditions of second-hand motor cars transportation. The situation with new cars can be more complicated. However, Novaya Perevozochnaya Kompaniya has a chance to get this niche as well.

The Eurosib company, together with Novosibirsk motor industry enterprises, started the transportation of motor cars from China. The first set of 96 Cherries arrived in Novosibirsk in 24 Trans-Rak containers. As of October 2006, Eurosib will implement regular transportation of motor cars from China to Russia in Trans-Rak containers. ООО Cherry-Motors and Atlant-М holding perform as its major clients. Transportation will be implemented by two block-trains with 45—50 fitting platforms each carrying Trans-Rak containers to Novosibirsk and Moscow. 

Now already 48 containers belonging to Eurosib are newly equipped and have a Lloyd certificate. According to the Trans-Rak representative, Eurosib is the first company on the former USSR territory who has bought such container system. 

Trans-Rak system allows to carry four motor cars in standard 40-ft container; earlier only three motor cars could be transported in this capacity. Thus, Trans-Rak makes it possible to transport four cars at the price of three. 

Andrey Gorodetsky, head of the South-Eastern Asia direction of Eurosib-Terminal, states the company has concluded a contract on production and installation of one hundred sets of new equipment. «I think, new technology will become popular among cargo owners and it is likely that we shall enhance the park of such containers in the future», he says.



YEKATERINA  GLAZUNOVA
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    [DETAIL_TEXT] => 

Key Industry

According to the data given by АСМ-Holding, during the first seven months of 2006, domestic cars production grew by 10% compared to 8% drop last year. Results of the first half of 2006 show that foreign cars sales, including those assembled in Russia, increased by 55% year-on-year. Several world brand manufacturers are building their factories in Russia and by the time of their reaching full production capacities the number of foreign cars manufactured in the RF will exceed one million units per year. 

Another great push for industry development and its investment attractiveness increase has become the approval of amendments developed by the Ministry of Economic Development and Trade for the Government decree on industrial assembly. Starting from September 2006 manufacturers of components for foreign cars can function in Russia in the mode of industrial assembly and use customs privileges for details import (earlier this privileges only applied car manufacturers). At present, according to the Ministry of Economic Development and Trade, nine contracts have been signed within the mode of industrial assembly. Having concluded their contracts, motor cars manufacturers plan to produce about 700 thousand units per year, with the investment volume worth USD 2.2 bln. 

In general, in the last four years new cars sales in Russia increased by over 30%. The progress made is as follows: 1.2 mln units sold in 2000 (including second-hand cars) and 1.8 mln units in 2005.

The market of car transportation is quite prospective and highly-profitable. According to ОАО RZD forecast, the general volume of new and second-hand cars transportation, including transit to the CIS, by 2010 will amount to over 3 mln units.

At the same time, even now in the most developed segment of cars transportation by trucks there is a shortage of specialized trucks that makes it possible to increase transportation cost without services improvement by motor carriers. Considering the growing volumes of motor cars supplies to Russia, this deficit will be increasing. Experts believe that the market of motor cars logistic faces an uneasy period. There are some more reasons for that, besides the above-mentioned lack of specialized transport. Thus, the number of terminals that service the import flow is insufficient. Border check-points are packed with queues. It is not a secret that Russian roads in some regions are in a poor state and after transportation along these routes cars need repair. In this respect, key motor cars manufacturers and dealers should pay attention to the railway transport that could become a perfect alternative.



Dreaming of Cargo Flow Increase

However, the railway transport role in delivering cars is not very significant now. Truck transportation makes 100% for distances up to 2 thousand kilometers. Motor cars transportation by railways is considered profitable for distances over 3.5 thousand kilometers. Such transportation share does not exceed 10%. Basically, railways transport AVTOVAZ production (this factory was initially constructed for its production to be transported by railways only) and also second-hand cars following from the Far East and Baltic countries.

At the same time according to experts, in developed countries motor cars are traditionally transported by railways. For example, in North America this sort of transportation makes 70% and takes the third place in railway cargo throughput after coal and chemicals. The same is true for Europe. 

One of the basic reasons why railways are used for this purpose insufficiently is lack of specialized rolling stock suitable for new foreign cars transportation. Moreover, delivery term by railways is significantly longer compared to trucks. Lack of distribution terminals that allow to accumulate, sort and prepare motor cars for loading onto the platforms is a serious obstacle for railway transportation development in this segment. In general, transport services on motor cars delivery by railways are not wide-ranged, their quality is not very high and important complex attitude is not developed. Moreover, there are some problems with getting information on tracking the car on the route during railway transportation. 

Transportation logistic of production manufactured by motor enterprises integrated with the Russian industrial capacities is based on three major schemes: import components supplies; supplies of components produced by Russian manufactures; and production distribution. «This multi-direction logistic makes manufactures do all their best to decrease the transport component», Peter Baskakov, CEO of ОАО TransContainer, emphasizes.

Ivan Bonchev, Head of the Department of services for motor manufacturers, Ernst&Young, underlines that the major obstacles in the way of developing logistic schemes for motor cars transportation to Russia by railway are long customs procedures, long terms of delivery (motor cars manufacturers claim 5-7 working days, while in reality while in reality this period makes two weeks). Moreover, only about 60% of the market is regulated by contractual obligations between logistic companies and official importers, since another part of the market is a field for illegal import schemes.

«We expect from railways not only shortening of delivery term and transportation tariff optimization, but also quality improvement. First of all, this has to do with complexity of provided services, proper functioning of railway terminals, personnel training and increase in transparency of OAO RZD functioning», emphasizes Head of Logistic Department of ООО Volkswagen Group Russia Elena Kostereva. 

Currently transportation quality is not always perfect. Edward Karibov, Manager on planning and logistic Ford Motor Russia, notes that manufacturers often face cargo damage while transported by railway. «This damage is part of our losses calculated beforehand since it is not always possible to prove to the insurers it was OAO RZD fault».

Vadim Morozov, First Vice-President of OAO RZD, believes this situation is quite normal, since such service as motor cars transportation without respective services is not popular among customers. For a number of reasons OAO RZD is not capable to provide high-quality logistic services; the company is not experienced enough for this sort of transportation. At the same time, financial loans can not solve this problem.



Major routes

Despite the fact that motor cars transportation share is not very significant, certain projects are implemented in this sector; a great number of cars is transported by the container park of ОАО TransContainer. In January 2005, the company started supplies for Hyundai cars assembly from Korea Republic to Taganrog Motor Car Works. This project is successfully developing in cooperation with OAO Russkaya Troika. Incidentally, Russkaya Troika transports about 70–75% of components for Taganrog Motor Car Works, practicing 100% container transportation. 

In May, in the framework of the national project «Public Health», on long-term agreement with ОАО GAZ TransContainer started supplies of ambulances to Siberia and North regions.

«In March we started to deliver components of GM Daewoo to a motor factory in Uzbekistan. Earlier this cargo was transported via the TransChinese route, but, when offered by our agent in South Korea, the service with the applying TransSiberian route capacities made it possible to shorten the time of through-delivery from Korea to Uzbekistan from 28 days to 15 days. In November we increase our transportation volumes via this route from 50% to 75%»», Peter Baskakov says. 

At present the company has successfully completed another round of negotiations with Volkswagen on components supplies to Kaluga Car Works (Moscow region). This project is important since it envisages cooperation of TransContainer with forwarding companies of German Railways. «Also, together with our strategic partner – Ukrainian State Center of Container Service Liski, we are implementing regular deliveries of components produced by Renault from Hungary to Moscow via Ukraine. From Hungary containerized trains arrive at one of Moscow stations where they undergo customs procedures and unloading. Further on, to the final destination - Avtoframos Factory, components are transported by trucks. In general, transportation, including loading, takes about a week», Peter Baskakov added. 

One of the biggest players on the market of motor cars railway transportation is Group of companies Apparel that operates park of 1100 specialized rail cars. The company implements the strategy of differentiation i.e. it functions as a transport-forwarding company specializing in one sort of production that requires specialized rolling stock, specialized technical services and loading\unloading equipment. Major clients of the company are the Russian motor car manufacturing factories. 

In 2005–2006 Eurosib transported motor cars and components in containers from China for such big companies as Irito, Beijing Jeep etc. Major directions for transportation were Siberia, Central and South part of Russia. Also Eurosib considers the opportunity to transport motor cars and components from Europe. Moreover, Far Eastern Transport Group, F.Е.-Trans, and Novaya Perevozochnaya Kompaniya also operate on this market.



Is there enough space for everybody?

Recently several ambitious projects have been presented that are closely connected with the development of motor cars and components transportation sector. 

OAO RZD Board approved documents on its daughter company launch jointly with ООО TransGroup АС enterprise to specialize in motor cars transportation by railways. 

When developing the business-project in order to launch schemes of future cooperation, the new company with customers ООО TransGroup АС got under lease terms over 1.5 thousand specialized rail cars. As a result, by now the client base has been formed and the required contracts concluded, highly skilled management attracted and work on modernization of rolling stock is being carried on. 

At the same time, in the words of Vadim Morozov, OAO RZD First Vice-President, the project envisages «not only making the structure of rail car park correspond to the modern market demands, rolling stock renewal and modernization, but also new motor terminals construction, switching serious volumes of motor cars transportation from foreign countries to Russia, launching service centers close to terminals to provide clients with complex logistic services«.

Most part of profit received from motor cars railway transportation is to be invested into the rail car renewal and terminal complex development. Thus, it is planned that by the seventh year of joint venture functioning on the market the number of rail cars of the park will reach 10750 specialized rail units developed for TransGroup AS by Fahrzeugtechnik Dessau AG company (Germany) and border check-points will be located in Moscow, Yekaterinburg, Novosibirsk, Kaliningrad, Almaty (Kazakhstan) and Kiev (Ukraine). Moreover, sea ports will perform as motor terminals. «Estonian Muuga is already ready to unload the packed with motor cars ports of Finland, and the first stage of the terminal in the Holy Trinity Bay will be put into operation in November 2006», V.Morozov says. 

In accordance with the basic scenario of the new daughter company development, by 2012 the company plans to take about 70% of motor cars railway transportation market and about 25% from the aggregate volume of motor cars transportation in Russia. 

Motor cars transportation by specialized rolling stock has certain advantages. In the first turn, it gives better cargo safety, as it is totally protected from external actions. It is also very important that modern rail cars can transport about 16 motor cars compared to trucks capable of carrying only six-seven units. 

Automobile industry is actively containerized as well. The reason for this phenomenon lies in the fact that to transport motor cars on short distances there are not enough rail cars, and to transport this sort of production on long distance is cheaper, safer and faster by containers. At the same time, in expert opinion, motor cars and components in South-Eastern Asia are more containerized than those in Europe. 

From the beginning of the year, on the basis of the Russian and foreign agencies, the ОАО TransContainer system of customer service has been launched. Immediate contacts of TransContainer agents in the CIS and Baltic countries, Europe and South-Eastern Asia with big cargo owners or their affiliate forwarding companies expand opportunities to launch ring-routes that could optimize transport expenditures. 

The first proposal to transport motor cars in containers as an independent service was made by Novaya Perevozochnaya Kompaniya. Some other companies also tried to provide this type of transportation, but this service was not of regular and popular sort. As a rule, it meant a dispatch of two-three cars. The first set of motor cars transported in containers from Vladivostok was dispatched in late August 2006. 

Novaya Perevozochnaya Kompaniya plans are quite ambitious. «In accordance with our preliminary calculations, next year we can transport about 2 thousand containers towards Siberia, Ural, and Far Eastern ports. In order to achieve this, we plan to use our own and leased rolling stock in the volume of 2 thousand of 20-ft containers and also the network of private container terminals – private and jointly with other operator-companies», Igor Asaturov, Novaya Perevozochnaya Kompaniya, says.

In expert opinion, on Vladivostok-Moscow direction the company’s project can become successful only under conditions of second-hand motor cars transportation. The situation with new cars can be more complicated. However, Novaya Perevozochnaya Kompaniya has a chance to get this niche as well.

The Eurosib company, together with Novosibirsk motor industry enterprises, started the transportation of motor cars from China. The first set of 96 Cherries arrived in Novosibirsk in 24 Trans-Rak containers. As of October 2006, Eurosib will implement regular transportation of motor cars from China to Russia in Trans-Rak containers. ООО Cherry-Motors and Atlant-М holding perform as its major clients. Transportation will be implemented by two block-trains with 45—50 fitting platforms each carrying Trans-Rak containers to Novosibirsk and Moscow. 

Now already 48 containers belonging to Eurosib are newly equipped and have a Lloyd certificate. According to the Trans-Rak representative, Eurosib is the first company on the former USSR territory who has bought such container system. 

Trans-Rak system allows to carry four motor cars in standard 40-ft container; earlier only three motor cars could be transported in this capacity. Thus, Trans-Rak makes it possible to transport four cars at the price of three. 

Andrey Gorodetsky, head of the South-Eastern Asia direction of Eurosib-Terminal, states the company has concluded a contract on production and installation of one hundred sets of new equipment. «I think, new technology will become popular among cargo owners and it is likely that we shall enhance the park of such containers in the future», he says.



YEKATERINA  GLAZUNOVA
    [~DETAIL_TEXT] => 

Key Industry

According to the data given by АСМ-Holding, during the first seven months of 2006, domestic cars production grew by 10% compared to 8% drop last year. Results of the first half of 2006 show that foreign cars sales, including those assembled in Russia, increased by 55% year-on-year. Several world brand manufacturers are building their factories in Russia and by the time of their reaching full production capacities the number of foreign cars manufactured in the RF will exceed one million units per year. 

Another great push for industry development and its investment attractiveness increase has become the approval of amendments developed by the Ministry of Economic Development and Trade for the Government decree on industrial assembly. Starting from September 2006 manufacturers of components for foreign cars can function in Russia in the mode of industrial assembly and use customs privileges for details import (earlier this privileges only applied car manufacturers). At present, according to the Ministry of Economic Development and Trade, nine contracts have been signed within the mode of industrial assembly. Having concluded their contracts, motor cars manufacturers plan to produce about 700 thousand units per year, with the investment volume worth USD 2.2 bln. 

In general, in the last four years new cars sales in Russia increased by over 30%. The progress made is as follows: 1.2 mln units sold in 2000 (including second-hand cars) and 1.8 mln units in 2005.

The market of car transportation is quite prospective and highly-profitable. According to ОАО RZD forecast, the general volume of new and second-hand cars transportation, including transit to the CIS, by 2010 will amount to over 3 mln units.

At the same time, even now in the most developed segment of cars transportation by trucks there is a shortage of specialized trucks that makes it possible to increase transportation cost without services improvement by motor carriers. Considering the growing volumes of motor cars supplies to Russia, this deficit will be increasing. Experts believe that the market of motor cars logistic faces an uneasy period. There are some more reasons for that, besides the above-mentioned lack of specialized transport. Thus, the number of terminals that service the import flow is insufficient. Border check-points are packed with queues. It is not a secret that Russian roads in some regions are in a poor state and after transportation along these routes cars need repair. In this respect, key motor cars manufacturers and dealers should pay attention to the railway transport that could become a perfect alternative.



Dreaming of Cargo Flow Increase

However, the railway transport role in delivering cars is not very significant now. Truck transportation makes 100% for distances up to 2 thousand kilometers. Motor cars transportation by railways is considered profitable for distances over 3.5 thousand kilometers. Such transportation share does not exceed 10%. Basically, railways transport AVTOVAZ production (this factory was initially constructed for its production to be transported by railways only) and also second-hand cars following from the Far East and Baltic countries.

At the same time according to experts, in developed countries motor cars are traditionally transported by railways. For example, in North America this sort of transportation makes 70% and takes the third place in railway cargo throughput after coal and chemicals. The same is true for Europe. 

One of the basic reasons why railways are used for this purpose insufficiently is lack of specialized rolling stock suitable for new foreign cars transportation. Moreover, delivery term by railways is significantly longer compared to trucks. Lack of distribution terminals that allow to accumulate, sort and prepare motor cars for loading onto the platforms is a serious obstacle for railway transportation development in this segment. In general, transport services on motor cars delivery by railways are not wide-ranged, their quality is not very high and important complex attitude is not developed. Moreover, there are some problems with getting information on tracking the car on the route during railway transportation. 

Transportation logistic of production manufactured by motor enterprises integrated with the Russian industrial capacities is based on three major schemes: import components supplies; supplies of components produced by Russian manufactures; and production distribution. «This multi-direction logistic makes manufactures do all their best to decrease the transport component», Peter Baskakov, CEO of ОАО TransContainer, emphasizes.

Ivan Bonchev, Head of the Department of services for motor manufacturers, Ernst&Young, underlines that the major obstacles in the way of developing logistic schemes for motor cars transportation to Russia by railway are long customs procedures, long terms of delivery (motor cars manufacturers claim 5-7 working days, while in reality while in reality this period makes two weeks). Moreover, only about 60% of the market is regulated by contractual obligations between logistic companies and official importers, since another part of the market is a field for illegal import schemes.

«We expect from railways not only shortening of delivery term and transportation tariff optimization, but also quality improvement. First of all, this has to do with complexity of provided services, proper functioning of railway terminals, personnel training and increase in transparency of OAO RZD functioning», emphasizes Head of Logistic Department of ООО Volkswagen Group Russia Elena Kostereva. 

Currently transportation quality is not always perfect. Edward Karibov, Manager on planning and logistic Ford Motor Russia, notes that manufacturers often face cargo damage while transported by railway. «This damage is part of our losses calculated beforehand since it is not always possible to prove to the insurers it was OAO RZD fault».

Vadim Morozov, First Vice-President of OAO RZD, believes this situation is quite normal, since such service as motor cars transportation without respective services is not popular among customers. For a number of reasons OAO RZD is not capable to provide high-quality logistic services; the company is not experienced enough for this sort of transportation. At the same time, financial loans can not solve this problem.



Major routes

Despite the fact that motor cars transportation share is not very significant, certain projects are implemented in this sector; a great number of cars is transported by the container park of ОАО TransContainer. In January 2005, the company started supplies for Hyundai cars assembly from Korea Republic to Taganrog Motor Car Works. This project is successfully developing in cooperation with OAO Russkaya Troika. Incidentally, Russkaya Troika transports about 70–75% of components for Taganrog Motor Car Works, practicing 100% container transportation. 

In May, in the framework of the national project «Public Health», on long-term agreement with ОАО GAZ TransContainer started supplies of ambulances to Siberia and North regions.

«In March we started to deliver components of GM Daewoo to a motor factory in Uzbekistan. Earlier this cargo was transported via the TransChinese route, but, when offered by our agent in South Korea, the service with the applying TransSiberian route capacities made it possible to shorten the time of through-delivery from Korea to Uzbekistan from 28 days to 15 days. In November we increase our transportation volumes via this route from 50% to 75%»», Peter Baskakov says. 

At present the company has successfully completed another round of negotiations with Volkswagen on components supplies to Kaluga Car Works (Moscow region). This project is important since it envisages cooperation of TransContainer with forwarding companies of German Railways. «Also, together with our strategic partner – Ukrainian State Center of Container Service Liski, we are implementing regular deliveries of components produced by Renault from Hungary to Moscow via Ukraine. From Hungary containerized trains arrive at one of Moscow stations where they undergo customs procedures and unloading. Further on, to the final destination - Avtoframos Factory, components are transported by trucks. In general, transportation, including loading, takes about a week», Peter Baskakov added. 

One of the biggest players on the market of motor cars railway transportation is Group of companies Apparel that operates park of 1100 specialized rail cars. The company implements the strategy of differentiation i.e. it functions as a transport-forwarding company specializing in one sort of production that requires specialized rolling stock, specialized technical services and loading\unloading equipment. Major clients of the company are the Russian motor car manufacturing factories. 

In 2005–2006 Eurosib transported motor cars and components in containers from China for such big companies as Irito, Beijing Jeep etc. Major directions for transportation were Siberia, Central and South part of Russia. Also Eurosib considers the opportunity to transport motor cars and components from Europe. Moreover, Far Eastern Transport Group, F.Е.-Trans, and Novaya Perevozochnaya Kompaniya also operate on this market.



Is there enough space for everybody?

Recently several ambitious projects have been presented that are closely connected with the development of motor cars and components transportation sector. 

OAO RZD Board approved documents on its daughter company launch jointly with ООО TransGroup АС enterprise to specialize in motor cars transportation by railways. 

When developing the business-project in order to launch schemes of future cooperation, the new company with customers ООО TransGroup АС got under lease terms over 1.5 thousand specialized rail cars. As a result, by now the client base has been formed and the required contracts concluded, highly skilled management attracted and work on modernization of rolling stock is being carried on. 

At the same time, in the words of Vadim Morozov, OAO RZD First Vice-President, the project envisages «not only making the structure of rail car park correspond to the modern market demands, rolling stock renewal and modernization, but also new motor terminals construction, switching serious volumes of motor cars transportation from foreign countries to Russia, launching service centers close to terminals to provide clients with complex logistic services«.

Most part of profit received from motor cars railway transportation is to be invested into the rail car renewal and terminal complex development. Thus, it is planned that by the seventh year of joint venture functioning on the market the number of rail cars of the park will reach 10750 specialized rail units developed for TransGroup AS by Fahrzeugtechnik Dessau AG company (Germany) and border check-points will be located in Moscow, Yekaterinburg, Novosibirsk, Kaliningrad, Almaty (Kazakhstan) and Kiev (Ukraine). Moreover, sea ports will perform as motor terminals. «Estonian Muuga is already ready to unload the packed with motor cars ports of Finland, and the first stage of the terminal in the Holy Trinity Bay will be put into operation in November 2006», V.Morozov says. 

In accordance with the basic scenario of the new daughter company development, by 2012 the company plans to take about 70% of motor cars railway transportation market and about 25% from the aggregate volume of motor cars transportation in Russia. 

Motor cars transportation by specialized rolling stock has certain advantages. In the first turn, it gives better cargo safety, as it is totally protected from external actions. It is also very important that modern rail cars can transport about 16 motor cars compared to trucks capable of carrying only six-seven units. 

Automobile industry is actively containerized as well. The reason for this phenomenon lies in the fact that to transport motor cars on short distances there are not enough rail cars, and to transport this sort of production on long distance is cheaper, safer and faster by containers. At the same time, in expert opinion, motor cars and components in South-Eastern Asia are more containerized than those in Europe. 

From the beginning of the year, on the basis of the Russian and foreign agencies, the ОАО TransContainer system of customer service has been launched. Immediate contacts of TransContainer agents in the CIS and Baltic countries, Europe and South-Eastern Asia with big cargo owners or their affiliate forwarding companies expand opportunities to launch ring-routes that could optimize transport expenditures. 

The first proposal to transport motor cars in containers as an independent service was made by Novaya Perevozochnaya Kompaniya. Some other companies also tried to provide this type of transportation, but this service was not of regular and popular sort. As a rule, it meant a dispatch of two-three cars. The first set of motor cars transported in containers from Vladivostok was dispatched in late August 2006. 

Novaya Perevozochnaya Kompaniya plans are quite ambitious. «In accordance with our preliminary calculations, next year we can transport about 2 thousand containers towards Siberia, Ural, and Far Eastern ports. In order to achieve this, we plan to use our own and leased rolling stock in the volume of 2 thousand of 20-ft containers and also the network of private container terminals – private and jointly with other operator-companies», Igor Asaturov, Novaya Perevozochnaya Kompaniya, says.

In expert opinion, on Vladivostok-Moscow direction the company’s project can become successful only under conditions of second-hand motor cars transportation. The situation with new cars can be more complicated. However, Novaya Perevozochnaya Kompaniya has a chance to get this niche as well.

The Eurosib company, together with Novosibirsk motor industry enterprises, started the transportation of motor cars from China. The first set of 96 Cherries arrived in Novosibirsk in 24 Trans-Rak containers. As of October 2006, Eurosib will implement regular transportation of motor cars from China to Russia in Trans-Rak containers. ООО Cherry-Motors and Atlant-М holding perform as its major clients. Transportation will be implemented by two block-trains with 45—50 fitting platforms each carrying Trans-Rak containers to Novosibirsk and Moscow. 

Now already 48 containers belonging to Eurosib are newly equipped and have a Lloyd certificate. According to the Trans-Rak representative, Eurosib is the first company on the former USSR territory who has bought such container system. 

Trans-Rak system allows to carry four motor cars in standard 40-ft container; earlier only three motor cars could be transported in this capacity. Thus, Trans-Rak makes it possible to transport four cars at the price of three. 

Andrey Gorodetsky, head of the South-Eastern Asia direction of Eurosib-Terminal, states the company has concluded a contract on production and installation of one hundred sets of new equipment. «I think, new technology will become popular among cargo owners and it is likely that we shall enhance the park of such containers in the future», he says.



YEKATERINA  GLAZUNOVA
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Refservice Took an Initiative

As for October 2006, the leader of perishables railway transportation market is still OAO Refservice, which occupies 22% of the market. The share of the largest private companies does not exceed 5-7%. 11.6% of perishables is transported in private refrigerated rolling stock, 13.1% is carried in rented refrigerated rolling stock of the OAO RZD’s park. The companies specializing in delivery of freight in refcontainers occupy 12.6% of the market. The share of perishables transported in box cars in accordance with the special rules of transportation remains high. 18% of perishable cargoes is carried in private box cars, and 22.8% in OAO RZD’s wagons.

An important factor of food industry development in the RF was the emergence of many small private companies that entered the market. As a result, it is possible to speak of the tendency of geographical dissipation for many types of foodstuffs. The tendency leads to the reduction of produce dispatches, which may influence the competitiveness of the railway transport, believes the Head of OAO Refservice Nikolay Averkov. The Director of OOO Sungate Alevtina Kirillova confirms the existence of the tendency, noting that nowadays the market requires a single refrigerated wagon for a consignment of 50 tons, while a standard refwagon is aimed to transport 200-250 tons of cargo.

Nikolay Averkov is sure that in the mid-term prospect the foodstuffs market situation will improve in Russia, and the population’s demand for foodstuffs will continue to increase. The capacity of the transportation market will also grow. Specialists of ZAO Refrigerated Company Paritet believe that the annual growth of freight transportation in private rolling stock will amount from 2% to 4%. Agency Refperevozki forecasts that its transportation volume will increase by 10% per annum.

Holding an active marketing policy after its separation off of OAO RZD, OAO Refservice optimistically evaluates the growth of transportation in its rolling stock, and in H2 of 2006 the company is to increase its share on the market to 25%, taking into account that a part of the market will be serviced by the refrigerated rolling stock of OAO RZD.



Railway or Road? Which one to Choose?

The main competitor of railway carriers is motor transport. Its share of perishables transportation in the CIS amounts to 50%. According to the market players’ assessment, road hauliers dominate in intraregional transportation, when the distance does not exceed 1,500 km, with the exception of some routes in the North-Western and Northern regions of Russia, in Siberia and the Far East.

The Executive Director of OAO Agency Refperevozki Dmitry Ermolenko believes that road hauliers begin to compete actively with the railway carriers on the distances up to 2,500-3,000 km. It is caused by the import in Russia of many second-hand trucks from Western Europe, as well as refrigerated container transportation development. The linear organization of transportation is replaced by the multimodal one, when a container is carried by sea, railway or road transport (the transport mode is chosen according to the local conditions). Slowing down of new roads construction and repair of old ones in the RF during the last three years plays into railmen’s hands. According to the data of The Federal Road Agency of the RF Ministry of Transport, it has led to worsening of roads on some routes, while the traffic has increased, which prevents reduction of delivery time. Moreover, on the route Moscow-Saint-Petersburg, it increases delivery time.

The routes of perishables transportation by railway are nowadays concentrated on the following destinations: Kaliningrad–Saint-Petersburg-Centre of Russia, the Ural region, the Southern region, and the Far East – the Ural region – the Central region.

The most important constituent of perishables domestic transportation is transportation of import foodstuffs from the sea ports (5.9 mln tons or a half of the total volume of import foodstuffs transportation volume). A significant part of the freight is transported into Russia via the terminals of the Big Port of Saint-Petersburg, where the foodstuffs throughput exceeds 3 mln tons, without taking refcontainers into account, and 4.2 million tons together with refcontainers. Transportation of the ffudstuffs from the port is a different transportation market.



Logistics and Volumes

Comparing to 2001, production of juices and beverages in Russia increased twofold, of beer – by 1.7 times, of canned meat and fish – threefold. However, domestic production of fruit, vegetables and cattle does not cover the demands of the RF foodstuffs market. On average, 30% of the consumed foodstuffs in Russia are imported. According to the evaluations of the specialists of OAO Refservice, during the last four years, import of foodstuffs to Russia increased by 90% in value terms. Deliveries of import foodstuffs to be carried in refrigerated wagons are mainly directed to the ports of Saint-Petersburg and Kaliningrad, said Tatyana Morkovkina, Head of the Department of Foodstuffs and Perishables Transportation Organization, OAO RZD’s Department of Transportation Management. Up to 80% of perishables is handled in the ports. In winter, the port of Novorossiysk handles citruses. About 20% of perishables is imported into Russia via the Far Eastern ports. Besides, during the fishing season, loading of fish makes 30-40% of the total volume.

In spite of the fact that the share of transportation of OAO Refservice exceeds the volumes carried by private companies, it services the larger part of non-ring routes. Dmitry Ermolenko believes that all private companies were launched to service definite transportation routes, that is why they could prevent empty rolling stock transportation. The scheme of the company’s approximate route is the following: Kaliningrad-Moscow-Novosibirsk, then empty wagons run to the Far East, and then they run back. «Companies-operators are experienced in logistics, and Refservice compensates at the expense of volumes», he said.

Meanwhile, OAO Refservice considers the tendency of increasing their private rolling stock park by large producers and distributors of foodstuffs non-flexible for a whole sector of transportation market. During the last three years such foodstuffs producers as Wimm-Bill-Dann, Baltika, Heineken and many others started to create large transport departments. Even a small flow-out of cargoes from box cars to refrigerated wagons can significantly influence the financial results of companies-operators.



Wagons Wanted

The present-day park does not meet the demands of most market players. «There is a real lack of refrigerated rolling stock», states Director General of Eastern Meridian company Konstantin Zemlyanov. The thermos wagons of OAO RZD’s park are especially popular with the operators, while the refwagons remain unclaimed. Nikolay Averkov is sure that the lack may be liquidated by smoothing tariff rates on perishables transportation in refwagons, thermos wagons and heated box cars. 

«The shortage appears because of the seasonable demand and the outdated rules of transportation, i.e. delivery time. The problem is not the lack of rolling stock, but the rules of transportation, which do not allow to send the rolling stock back to the stations, where it is required», states Commercial Director of OOO Hovrinsky Warehousing Terminal Darya Bondarenko. 

Operators and consignors use heated box wagons actively. However, the market players believe that it is a temporary forced measure. «There should be no heated box cars, because they do not provide the proper conditions for cargo safety, and are self-made. However, the necessity of heated box cars use is caused by the lack of thermos wagons», says Nikolay Averkov.

Based on their logistics, OAO Refservice and companies-operators have different evaluations of their demand for rolling stock. The specialists of Refservice believe that the rolling stock structure should be as follows:

- 60% thermos wagons;

- 20% refrigerated sections; 

- 20% refrigerated containers and containers-thermoses. 

Alena Tsygankova, Director of Paritet company, thinks the structure should be different:

- 60% refrigerated sections;

- 20% thermos wagons;

- 20% containers.

Dmitry Ermolenko believes that the market needs a modern thermos wagon badly, and the CEO of OOO Thermos-Container Stanislav Stankevich and Konstantin Zemlyanov prefer containers of new generation. 

The private and OAO RZD’s parks of refrigerated rolling stock are formed on the basis of the refrigerated sections, autonomous refwagons and thermos wagons, produced in the period of USSR. The average age of a wagon is over 20 years. Depending on the year when they were produced, on average 1,000 wagons are written off annually, thus in 5-7 years there will be no special railway units to transport perishables, i.e. foodstuffs. Such a situation is discrepant with the national safety of the state. 

The information about the negotiations of the representatives of OAO Refservice and ZAO Transmashholding was published in the mass-media in H1 of 2006. However, it was only in August when Nikolay Averkov announced the company’s plans to invest into the rolling stock of new generation. «To fulfill the demand for railway transportation of perishables, OAO Refservice decided to start the construction of new refrigerated wagons. It has held negotiations with the potential producers of refrigerated rolling stock in Russia, China and Germany», he told «The RZD-Partner International».

Nikolay Averkov confirmed that the new wagons will be produced at Fahrzeugtechnik Dessau AG plant in Germany. The owner of the plant is ZAO Transmashholding. OAO Refservice has worked out the technical requirements to the new thermos wagon with the «Sandwich» construction, aimed for 1,520 mm gauge, and it has sent it to the plant, where 500 such thermos wagons are to be produced annually starting from 2008. If it is necessary, a thermos wagon will be equipped with hinged refrigeratory-heating plants, diesel-generator facilities, under wagon generator, so it will be possible to use it as a refrigerated wagon. 



Appropriate Answer

OAO Refservice’s aggressive strategy makes other carriers operate actively. In spring 2006, Paritet, Eastern Meridian and Agency Refperevozki launched United Refriragerated Company with the park of refrigerated sections of over 200 units. In the words of Dmitry Ermolenko, the company does not work actively on the market yet; however, the agreement about rolling stock exchange between the participants of the joint venture has already come in force. «Uniting our opportunities, we can improve the logistics, we escape from the inner competition and spontaneous dumping», he said.

Dmitry Ermolenko underlined that the uniting processes among the companies-operators were speeded up by separating Refservice off OAO RZD, and its turning into an independent company. The companies participating in the joint venture fear that OAO Refservice will dump. On the whole experts believe that the first results of OAO Refservice’s work were the factor of instability on the market. «The market resembles a bomb», comments Dmitry Ermolenko. He thinks that there are two reasons for the instability. Firstly, OAO Refservice as an operator can refuse transportation, which could not happen earlier. Secondly, there is random price formation on different directions and the lack of fixed tariff policy in certain periods.

«After OAO Refservice was separated off as an independent operator, OAO RZD refuses giving its wagons to cargo owners on any pretext. It contradicts the legislation. Refservice offers wagons to consignors, but the price is +5% as compared to the tariff mentioned in Tariff Regulation №10-01. That is why, some cargo owners have already applied to the RF Federal Antimonopoly Service», said Alena Tsygankova. Meanwhile, if operators are prejudiced against each other, the critical attitude to the existing tariffs and the normative base for perishables transportation unites them.



Being Friends to Win

Nowadays, the Rules regulate railway transportation of perishables, based on the terms of their expiration date in accordance with the state standards. Experts of OAO Refservice believe that providing some carriers with special terms, prolonging the delivery time or permitting transportation in a box car, puts them in unequal conditions with other market players, often making special refrigerated rolling stock idle. That is why it would be reasonable to abolish the current order of giving privileges. 

Paritet company has nothing against privileges. Alena Tsygankova believes that it is the RF Ministry of Transport that is to decide whom to give privileges. «The Ministry of Railways was a ministry, and OAO RZD is just a company», she says.

The Head of the Sanitary Inspectorate on Transport Department of Rospotrebnadzor Elina Storozheva is sure that the elaboration of technical regulations, corresponding with the Law on Technical Regulation, for different foodstuffs transportation will help to solve the problem of foodstuffs transportation on special terms. They are developed actively, and the Federal Agency plans to complete the process in 2007.

The market players are not satisfied with the current state tariff policy. They consider it a privilege for OAO RZD. Specialists of OAO Refservice believe that it does not provide enough revenues to reproduce the basic funds and renew rolling stock. Before the company was separated off, Refeservice transferred to OAO RZD about 45% of its revenues as a fee for the use of infrastructure, so it had about 55% of revenues respectively. When Refservice turned into an independent company, its share amounted to 25%. Such a ratio of revenues and expenses from exploitation of refrigerated rolling stock leads to the lack of real profit and makes the company’s activities unattractive from the investors’ perspective.

Dmitry Ermolenko is worried that the wagon constituent is not subtracted from the tariff when transporting freight in private rolling stock, which should be corrected. Konstantin Zemlyanov believes that tariffs should be calculated on the basis of the freight mass carried in a wagon of a certain type instead of the type of cargo transported. Nowadays, the tariffs on transportation of beverages and spirits are absolutely different, while the expenses of OAO RZD are the same. 



Summing Up

In spite of the developing competition, the market players are ready to unite to solve common problems. The «civilized» market will hardly be created soon, but there are prerequisites for it to emerge. They are negative attitude to the violators of transportation rules, attempts to work out a common opinion on tariffs, and the readiness to invest into infrastructure. Even if the approaches to business development are different, the common interests of market players are stronger than their contradictions.



By  ALEXEY  LEBEDEV
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Refservice Took an Initiative

As for October 2006, the leader of perishables railway transportation market is still OAO Refservice, which occupies 22% of the market. The share of the largest private companies does not exceed 5-7%. 11.6% of perishables is transported in private refrigerated rolling stock, 13.1% is carried in rented refrigerated rolling stock of the OAO RZD’s park. The companies specializing in delivery of freight in refcontainers occupy 12.6% of the market. The share of perishables transported in box cars in accordance with the special rules of transportation remains high. 18% of perishable cargoes is carried in private box cars, and 22.8% in OAO RZD’s wagons.

An important factor of food industry development in the RF was the emergence of many small private companies that entered the market. As a result, it is possible to speak of the tendency of geographical dissipation for many types of foodstuffs. The tendency leads to the reduction of produce dispatches, which may influence the competitiveness of the railway transport, believes the Head of OAO Refservice Nikolay Averkov. The Director of OOO Sungate Alevtina Kirillova confirms the existence of the tendency, noting that nowadays the market requires a single refrigerated wagon for a consignment of 50 tons, while a standard refwagon is aimed to transport 200-250 tons of cargo.

Nikolay Averkov is sure that in the mid-term prospect the foodstuffs market situation will improve in Russia, and the population’s demand for foodstuffs will continue to increase. The capacity of the transportation market will also grow. Specialists of ZAO Refrigerated Company Paritet believe that the annual growth of freight transportation in private rolling stock will amount from 2% to 4%. Agency Refperevozki forecasts that its transportation volume will increase by 10% per annum.

Holding an active marketing policy after its separation off of OAO RZD, OAO Refservice optimistically evaluates the growth of transportation in its rolling stock, and in H2 of 2006 the company is to increase its share on the market to 25%, taking into account that a part of the market will be serviced by the refrigerated rolling stock of OAO RZD.



Railway or Road? Which one to Choose?

The main competitor of railway carriers is motor transport. Its share of perishables transportation in the CIS amounts to 50%. According to the market players’ assessment, road hauliers dominate in intraregional transportation, when the distance does not exceed 1,500 km, with the exception of some routes in the North-Western and Northern regions of Russia, in Siberia and the Far East.

The Executive Director of OAO Agency Refperevozki Dmitry Ermolenko believes that road hauliers begin to compete actively with the railway carriers on the distances up to 2,500-3,000 km. It is caused by the import in Russia of many second-hand trucks from Western Europe, as well as refrigerated container transportation development. The linear organization of transportation is replaced by the multimodal one, when a container is carried by sea, railway or road transport (the transport mode is chosen according to the local conditions). Slowing down of new roads construction and repair of old ones in the RF during the last three years plays into railmen’s hands. According to the data of The Federal Road Agency of the RF Ministry of Transport, it has led to worsening of roads on some routes, while the traffic has increased, which prevents reduction of delivery time. Moreover, on the route Moscow-Saint-Petersburg, it increases delivery time.

The routes of perishables transportation by railway are nowadays concentrated on the following destinations: Kaliningrad–Saint-Petersburg-Centre of Russia, the Ural region, the Southern region, and the Far East – the Ural region – the Central region.

The most important constituent of perishables domestic transportation is transportation of import foodstuffs from the sea ports (5.9 mln tons or a half of the total volume of import foodstuffs transportation volume). A significant part of the freight is transported into Russia via the terminals of the Big Port of Saint-Petersburg, where the foodstuffs throughput exceeds 3 mln tons, without taking refcontainers into account, and 4.2 million tons together with refcontainers. Transportation of the ffudstuffs from the port is a different transportation market.



Logistics and Volumes

Comparing to 2001, production of juices and beverages in Russia increased twofold, of beer – by 1.7 times, of canned meat and fish – threefold. However, domestic production of fruit, vegetables and cattle does not cover the demands of the RF foodstuffs market. On average, 30% of the consumed foodstuffs in Russia are imported. According to the evaluations of the specialists of OAO Refservice, during the last four years, import of foodstuffs to Russia increased by 90% in value terms. Deliveries of import foodstuffs to be carried in refrigerated wagons are mainly directed to the ports of Saint-Petersburg and Kaliningrad, said Tatyana Morkovkina, Head of the Department of Foodstuffs and Perishables Transportation Organization, OAO RZD’s Department of Transportation Management. Up to 80% of perishables is handled in the ports. In winter, the port of Novorossiysk handles citruses. About 20% of perishables is imported into Russia via the Far Eastern ports. Besides, during the fishing season, loading of fish makes 30-40% of the total volume.

In spite of the fact that the share of transportation of OAO Refservice exceeds the volumes carried by private companies, it services the larger part of non-ring routes. Dmitry Ermolenko believes that all private companies were launched to service definite transportation routes, that is why they could prevent empty rolling stock transportation. The scheme of the company’s approximate route is the following: Kaliningrad-Moscow-Novosibirsk, then empty wagons run to the Far East, and then they run back. «Companies-operators are experienced in logistics, and Refservice compensates at the expense of volumes», he said.

Meanwhile, OAO Refservice considers the tendency of increasing their private rolling stock park by large producers and distributors of foodstuffs non-flexible for a whole sector of transportation market. During the last three years such foodstuffs producers as Wimm-Bill-Dann, Baltika, Heineken and many others started to create large transport departments. Even a small flow-out of cargoes from box cars to refrigerated wagons can significantly influence the financial results of companies-operators.



Wagons Wanted

The present-day park does not meet the demands of most market players. «There is a real lack of refrigerated rolling stock», states Director General of Eastern Meridian company Konstantin Zemlyanov. The thermos wagons of OAO RZD’s park are especially popular with the operators, while the refwagons remain unclaimed. Nikolay Averkov is sure that the lack may be liquidated by smoothing tariff rates on perishables transportation in refwagons, thermos wagons and heated box cars. 

«The shortage appears because of the seasonable demand and the outdated rules of transportation, i.e. delivery time. The problem is not the lack of rolling stock, but the rules of transportation, which do not allow to send the rolling stock back to the stations, where it is required», states Commercial Director of OOO Hovrinsky Warehousing Terminal Darya Bondarenko. 

Operators and consignors use heated box wagons actively. However, the market players believe that it is a temporary forced measure. «There should be no heated box cars, because they do not provide the proper conditions for cargo safety, and are self-made. However, the necessity of heated box cars use is caused by the lack of thermos wagons», says Nikolay Averkov.

Based on their logistics, OAO Refservice and companies-operators have different evaluations of their demand for rolling stock. The specialists of Refservice believe that the rolling stock structure should be as follows:

- 60% thermos wagons;

- 20% refrigerated sections; 

- 20% refrigerated containers and containers-thermoses. 

Alena Tsygankova, Director of Paritet company, thinks the structure should be different:

- 60% refrigerated sections;

- 20% thermos wagons;

- 20% containers.

Dmitry Ermolenko believes that the market needs a modern thermos wagon badly, and the CEO of OOO Thermos-Container Stanislav Stankevich and Konstantin Zemlyanov prefer containers of new generation. 

The private and OAO RZD’s parks of refrigerated rolling stock are formed on the basis of the refrigerated sections, autonomous refwagons and thermos wagons, produced in the period of USSR. The average age of a wagon is over 20 years. Depending on the year when they were produced, on average 1,000 wagons are written off annually, thus in 5-7 years there will be no special railway units to transport perishables, i.e. foodstuffs. Such a situation is discrepant with the national safety of the state. 

The information about the negotiations of the representatives of OAO Refservice and ZAO Transmashholding was published in the mass-media in H1 of 2006. However, it was only in August when Nikolay Averkov announced the company’s plans to invest into the rolling stock of new generation. «To fulfill the demand for railway transportation of perishables, OAO Refservice decided to start the construction of new refrigerated wagons. It has held negotiations with the potential producers of refrigerated rolling stock in Russia, China and Germany», he told «The RZD-Partner International».

Nikolay Averkov confirmed that the new wagons will be produced at Fahrzeugtechnik Dessau AG plant in Germany. The owner of the plant is ZAO Transmashholding. OAO Refservice has worked out the technical requirements to the new thermos wagon with the «Sandwich» construction, aimed for 1,520 mm gauge, and it has sent it to the plant, where 500 such thermos wagons are to be produced annually starting from 2008. If it is necessary, a thermos wagon will be equipped with hinged refrigeratory-heating plants, diesel-generator facilities, under wagon generator, so it will be possible to use it as a refrigerated wagon. 



Appropriate Answer

OAO Refservice’s aggressive strategy makes other carriers operate actively. In spring 2006, Paritet, Eastern Meridian and Agency Refperevozki launched United Refriragerated Company with the park of refrigerated sections of over 200 units. In the words of Dmitry Ermolenko, the company does not work actively on the market yet; however, the agreement about rolling stock exchange between the participants of the joint venture has already come in force. «Uniting our opportunities, we can improve the logistics, we escape from the inner competition and spontaneous dumping», he said.

Dmitry Ermolenko underlined that the uniting processes among the companies-operators were speeded up by separating Refservice off OAO RZD, and its turning into an independent company. The companies participating in the joint venture fear that OAO Refservice will dump. On the whole experts believe that the first results of OAO Refservice’s work were the factor of instability on the market. «The market resembles a bomb», comments Dmitry Ermolenko. He thinks that there are two reasons for the instability. Firstly, OAO Refservice as an operator can refuse transportation, which could not happen earlier. Secondly, there is random price formation on different directions and the lack of fixed tariff policy in certain periods.

«After OAO Refservice was separated off as an independent operator, OAO RZD refuses giving its wagons to cargo owners on any pretext. It contradicts the legislation. Refservice offers wagons to consignors, but the price is +5% as compared to the tariff mentioned in Tariff Regulation №10-01. That is why, some cargo owners have already applied to the RF Federal Antimonopoly Service», said Alena Tsygankova. Meanwhile, if operators are prejudiced against each other, the critical attitude to the existing tariffs and the normative base for perishables transportation unites them.



Being Friends to Win

Nowadays, the Rules regulate railway transportation of perishables, based on the terms of their expiration date in accordance with the state standards. Experts of OAO Refservice believe that providing some carriers with special terms, prolonging the delivery time or permitting transportation in a box car, puts them in unequal conditions with other market players, often making special refrigerated rolling stock idle. That is why it would be reasonable to abolish the current order of giving privileges. 

Paritet company has nothing against privileges. Alena Tsygankova believes that it is the RF Ministry of Transport that is to decide whom to give privileges. «The Ministry of Railways was a ministry, and OAO RZD is just a company», she says.

The Head of the Sanitary Inspectorate on Transport Department of Rospotrebnadzor Elina Storozheva is sure that the elaboration of technical regulations, corresponding with the Law on Technical Regulation, for different foodstuffs transportation will help to solve the problem of foodstuffs transportation on special terms. They are developed actively, and the Federal Agency plans to complete the process in 2007.

The market players are not satisfied with the current state tariff policy. They consider it a privilege for OAO RZD. Specialists of OAO Refservice believe that it does not provide enough revenues to reproduce the basic funds and renew rolling stock. Before the company was separated off, Refeservice transferred to OAO RZD about 45% of its revenues as a fee for the use of infrastructure, so it had about 55% of revenues respectively. When Refservice turned into an independent company, its share amounted to 25%. Such a ratio of revenues and expenses from exploitation of refrigerated rolling stock leads to the lack of real profit and makes the company’s activities unattractive from the investors’ perspective.

Dmitry Ermolenko is worried that the wagon constituent is not subtracted from the tariff when transporting freight in private rolling stock, which should be corrected. Konstantin Zemlyanov believes that tariffs should be calculated on the basis of the freight mass carried in a wagon of a certain type instead of the type of cargo transported. Nowadays, the tariffs on transportation of beverages and spirits are absolutely different, while the expenses of OAO RZD are the same. 



Summing Up

In spite of the developing competition, the market players are ready to unite to solve common problems. The «civilized» market will hardly be created soon, but there are prerequisites for it to emerge. They are negative attitude to the violators of transportation rules, attempts to work out a common opinion on tariffs, and the readiness to invest into infrastructure. Even if the approaches to business development are different, the common interests of market players are stronger than their contradictions.



By  ALEXEY  LEBEDEV
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Refservice Took an Initiative

As for October 2006, the leader of perishables railway transportation market is still OAO Refservice, which occupies 22% of the market. The share of the largest private companies does not exceed 5-7%. 11.6% of perishables is transported in private refrigerated rolling stock, 13.1% is carried in rented refrigerated rolling stock of the OAO RZD’s park. The companies specializing in delivery of freight in refcontainers occupy 12.6% of the market. The share of perishables transported in box cars in accordance with the special rules of transportation remains high. 18% of perishable cargoes is carried in private box cars, and 22.8% in OAO RZD’s wagons.

An important factor of food industry development in the RF was the emergence of many small private companies that entered the market. As a result, it is possible to speak of the tendency of geographical dissipation for many types of foodstuffs. The tendency leads to the reduction of produce dispatches, which may influence the competitiveness of the railway transport, believes the Head of OAO Refservice Nikolay Averkov. The Director of OOO Sungate Alevtina Kirillova confirms the existence of the tendency, noting that nowadays the market requires a single refrigerated wagon for a consignment of 50 tons, while a standard refwagon is aimed to transport 200-250 tons of cargo.

Nikolay Averkov is sure that in the mid-term prospect the foodstuffs market situation will improve in Russia, and the population’s demand for foodstuffs will continue to increase. The capacity of the transportation market will also grow. Specialists of ZAO Refrigerated Company Paritet believe that the annual growth of freight transportation in private rolling stock will amount from 2% to 4%. Agency Refperevozki forecasts that its transportation volume will increase by 10% per annum.

Holding an active marketing policy after its separation off of OAO RZD, OAO Refservice optimistically evaluates the growth of transportation in its rolling stock, and in H2 of 2006 the company is to increase its share on the market to 25%, taking into account that a part of the market will be serviced by the refrigerated rolling stock of OAO RZD.



Railway or Road? Which one to Choose?

The main competitor of railway carriers is motor transport. Its share of perishables transportation in the CIS amounts to 50%. According to the market players’ assessment, road hauliers dominate in intraregional transportation, when the distance does not exceed 1,500 km, with the exception of some routes in the North-Western and Northern regions of Russia, in Siberia and the Far East.

The Executive Director of OAO Agency Refperevozki Dmitry Ermolenko believes that road hauliers begin to compete actively with the railway carriers on the distances up to 2,500-3,000 km. It is caused by the import in Russia of many second-hand trucks from Western Europe, as well as refrigerated container transportation development. The linear organization of transportation is replaced by the multimodal one, when a container is carried by sea, railway or road transport (the transport mode is chosen according to the local conditions). Slowing down of new roads construction and repair of old ones in the RF during the last three years plays into railmen’s hands. According to the data of The Federal Road Agency of the RF Ministry of Transport, it has led to worsening of roads on some routes, while the traffic has increased, which prevents reduction of delivery time. Moreover, on the route Moscow-Saint-Petersburg, it increases delivery time.

The routes of perishables transportation by railway are nowadays concentrated on the following destinations: Kaliningrad–Saint-Petersburg-Centre of Russia, the Ural region, the Southern region, and the Far East – the Ural region – the Central region.

The most important constituent of perishables domestic transportation is transportation of import foodstuffs from the sea ports (5.9 mln tons or a half of the total volume of import foodstuffs transportation volume). A significant part of the freight is transported into Russia via the terminals of the Big Port of Saint-Petersburg, where the foodstuffs throughput exceeds 3 mln tons, without taking refcontainers into account, and 4.2 million tons together with refcontainers. Transportation of the ffudstuffs from the port is a different transportation market.



Logistics and Volumes

Comparing to 2001, production of juices and beverages in Russia increased twofold, of beer – by 1.7 times, of canned meat and fish – threefold. However, domestic production of fruit, vegetables and cattle does not cover the demands of the RF foodstuffs market. On average, 30% of the consumed foodstuffs in Russia are imported. According to the evaluations of the specialists of OAO Refservice, during the last four years, import of foodstuffs to Russia increased by 90% in value terms. Deliveries of import foodstuffs to be carried in refrigerated wagons are mainly directed to the ports of Saint-Petersburg and Kaliningrad, said Tatyana Morkovkina, Head of the Department of Foodstuffs and Perishables Transportation Organization, OAO RZD’s Department of Transportation Management. Up to 80% of perishables is handled in the ports. In winter, the port of Novorossiysk handles citruses. About 20% of perishables is imported into Russia via the Far Eastern ports. Besides, during the fishing season, loading of fish makes 30-40% of the total volume.

In spite of the fact that the share of transportation of OAO Refservice exceeds the volumes carried by private companies, it services the larger part of non-ring routes. Dmitry Ermolenko believes that all private companies were launched to service definite transportation routes, that is why they could prevent empty rolling stock transportation. The scheme of the company’s approximate route is the following: Kaliningrad-Moscow-Novosibirsk, then empty wagons run to the Far East, and then they run back. «Companies-operators are experienced in logistics, and Refservice compensates at the expense of volumes», he said.

Meanwhile, OAO Refservice considers the tendency of increasing their private rolling stock park by large producers and distributors of foodstuffs non-flexible for a whole sector of transportation market. During the last three years such foodstuffs producers as Wimm-Bill-Dann, Baltika, Heineken and many others started to create large transport departments. Even a small flow-out of cargoes from box cars to refrigerated wagons can significantly influence the financial results of companies-operators.



Wagons Wanted

The present-day park does not meet the demands of most market players. «There is a real lack of refrigerated rolling stock», states Director General of Eastern Meridian company Konstantin Zemlyanov. The thermos wagons of OAO RZD’s park are especially popular with the operators, while the refwagons remain unclaimed. Nikolay Averkov is sure that the lack may be liquidated by smoothing tariff rates on perishables transportation in refwagons, thermos wagons and heated box cars. 

«The shortage appears because of the seasonable demand and the outdated rules of transportation, i.e. delivery time. The problem is not the lack of rolling stock, but the rules of transportation, which do not allow to send the rolling stock back to the stations, where it is required», states Commercial Director of OOO Hovrinsky Warehousing Terminal Darya Bondarenko. 

Operators and consignors use heated box wagons actively. However, the market players believe that it is a temporary forced measure. «There should be no heated box cars, because they do not provide the proper conditions for cargo safety, and are self-made. However, the necessity of heated box cars use is caused by the lack of thermos wagons», says Nikolay Averkov.

Based on their logistics, OAO Refservice and companies-operators have different evaluations of their demand for rolling stock. The specialists of Refservice believe that the rolling stock structure should be as follows:

- 60% thermos wagons;

- 20% refrigerated sections; 

- 20% refrigerated containers and containers-thermoses. 

Alena Tsygankova, Director of Paritet company, thinks the structure should be different:

- 60% refrigerated sections;

- 20% thermos wagons;

- 20% containers.

Dmitry Ermolenko believes that the market needs a modern thermos wagon badly, and the CEO of OOO Thermos-Container Stanislav Stankevich and Konstantin Zemlyanov prefer containers of new generation. 

The private and OAO RZD’s parks of refrigerated rolling stock are formed on the basis of the refrigerated sections, autonomous refwagons and thermos wagons, produced in the period of USSR. The average age of a wagon is over 20 years. Depending on the year when they were produced, on average 1,000 wagons are written off annually, thus in 5-7 years there will be no special railway units to transport perishables, i.e. foodstuffs. Such a situation is discrepant with the national safety of the state. 

The information about the negotiations of the representatives of OAO Refservice and ZAO Transmashholding was published in the mass-media in H1 of 2006. However, it was only in August when Nikolay Averkov announced the company’s plans to invest into the rolling stock of new generation. «To fulfill the demand for railway transportation of perishables, OAO Refservice decided to start the construction of new refrigerated wagons. It has held negotiations with the potential producers of refrigerated rolling stock in Russia, China and Germany», he told «The RZD-Partner International».

Nikolay Averkov confirmed that the new wagons will be produced at Fahrzeugtechnik Dessau AG plant in Germany. The owner of the plant is ZAO Transmashholding. OAO Refservice has worked out the technical requirements to the new thermos wagon with the «Sandwich» construction, aimed for 1,520 mm gauge, and it has sent it to the plant, where 500 such thermos wagons are to be produced annually starting from 2008. If it is necessary, a thermos wagon will be equipped with hinged refrigeratory-heating plants, diesel-generator facilities, under wagon generator, so it will be possible to use it as a refrigerated wagon. 



Appropriate Answer

OAO Refservice’s aggressive strategy makes other carriers operate actively. In spring 2006, Paritet, Eastern Meridian and Agency Refperevozki launched United Refriragerated Company with the park of refrigerated sections of over 200 units. In the words of Dmitry Ermolenko, the company does not work actively on the market yet; however, the agreement about rolling stock exchange between the participants of the joint venture has already come in force. «Uniting our opportunities, we can improve the logistics, we escape from the inner competition and spontaneous dumping», he said.

Dmitry Ermolenko underlined that the uniting processes among the companies-operators were speeded up by separating Refservice off OAO RZD, and its turning into an independent company. The companies participating in the joint venture fear that OAO Refservice will dump. On the whole experts believe that the first results of OAO Refservice’s work were the factor of instability on the market. «The market resembles a bomb», comments Dmitry Ermolenko. He thinks that there are two reasons for the instability. Firstly, OAO Refservice as an operator can refuse transportation, which could not happen earlier. Secondly, there is random price formation on different directions and the lack of fixed tariff policy in certain periods.

«After OAO Refservice was separated off as an independent operator, OAO RZD refuses giving its wagons to cargo owners on any pretext. It contradicts the legislation. Refservice offers wagons to consignors, but the price is +5% as compared to the tariff mentioned in Tariff Regulation №10-01. That is why, some cargo owners have already applied to the RF Federal Antimonopoly Service», said Alena Tsygankova. Meanwhile, if operators are prejudiced against each other, the critical attitude to the existing tariffs and the normative base for perishables transportation unites them.



Being Friends to Win

Nowadays, the Rules regulate railway transportation of perishables, based on the terms of their expiration date in accordance with the state standards. Experts of OAO Refservice believe that providing some carriers with special terms, prolonging the delivery time or permitting transportation in a box car, puts them in unequal conditions with other market players, often making special refrigerated rolling stock idle. That is why it would be reasonable to abolish the current order of giving privileges. 

Paritet company has nothing against privileges. Alena Tsygankova believes that it is the RF Ministry of Transport that is to decide whom to give privileges. «The Ministry of Railways was a ministry, and OAO RZD is just a company», she says.

The Head of the Sanitary Inspectorate on Transport Department of Rospotrebnadzor Elina Storozheva is sure that the elaboration of technical regulations, corresponding with the Law on Technical Regulation, for different foodstuffs transportation will help to solve the problem of foodstuffs transportation on special terms. They are developed actively, and the Federal Agency plans to complete the process in 2007.

The market players are not satisfied with the current state tariff policy. They consider it a privilege for OAO RZD. Specialists of OAO Refservice believe that it does not provide enough revenues to reproduce the basic funds and renew rolling stock. Before the company was separated off, Refeservice transferred to OAO RZD about 45% of its revenues as a fee for the use of infrastructure, so it had about 55% of revenues respectively. When Refservice turned into an independent company, its share amounted to 25%. Such a ratio of revenues and expenses from exploitation of refrigerated rolling stock leads to the lack of real profit and makes the company’s activities unattractive from the investors’ perspective.

Dmitry Ermolenko is worried that the wagon constituent is not subtracted from the tariff when transporting freight in private rolling stock, which should be corrected. Konstantin Zemlyanov believes that tariffs should be calculated on the basis of the freight mass carried in a wagon of a certain type instead of the type of cargo transported. Nowadays, the tariffs on transportation of beverages and spirits are absolutely different, while the expenses of OAO RZD are the same. 



Summing Up

In spite of the developing competition, the market players are ready to unite to solve common problems. The «civilized» market will hardly be created soon, but there are prerequisites for it to emerge. They are negative attitude to the violators of transportation rules, attempts to work out a common opinion on tariffs, and the readiness to invest into infrastructure. Even if the approaches to business development are different, the common interests of market players are stronger than their contradictions.



By  ALEXEY  LEBEDEV
    [~DETAIL_TEXT] => 

Refservice Took an Initiative

As for October 2006, the leader of perishables railway transportation market is still OAO Refservice, which occupies 22% of the market. The share of the largest private companies does not exceed 5-7%. 11.6% of perishables is transported in private refrigerated rolling stock, 13.1% is carried in rented refrigerated rolling stock of the OAO RZD’s park. The companies specializing in delivery of freight in refcontainers occupy 12.6% of the market. The share of perishables transported in box cars in accordance with the special rules of transportation remains high. 18% of perishable cargoes is carried in private box cars, and 22.8% in OAO RZD’s wagons.

An important factor of food industry development in the RF was the emergence of many small private companies that entered the market. As a result, it is possible to speak of the tendency of geographical dissipation for many types of foodstuffs. The tendency leads to the reduction of produce dispatches, which may influence the competitiveness of the railway transport, believes the Head of OAO Refservice Nikolay Averkov. The Director of OOO Sungate Alevtina Kirillova confirms the existence of the tendency, noting that nowadays the market requires a single refrigerated wagon for a consignment of 50 tons, while a standard refwagon is aimed to transport 200-250 tons of cargo.

Nikolay Averkov is sure that in the mid-term prospect the foodstuffs market situation will improve in Russia, and the population’s demand for foodstuffs will continue to increase. The capacity of the transportation market will also grow. Specialists of ZAO Refrigerated Company Paritet believe that the annual growth of freight transportation in private rolling stock will amount from 2% to 4%. Agency Refperevozki forecasts that its transportation volume will increase by 10% per annum.

Holding an active marketing policy after its separation off of OAO RZD, OAO Refservice optimistically evaluates the growth of transportation in its rolling stock, and in H2 of 2006 the company is to increase its share on the market to 25%, taking into account that a part of the market will be serviced by the refrigerated rolling stock of OAO RZD.



Railway or Road? Which one to Choose?

The main competitor of railway carriers is motor transport. Its share of perishables transportation in the CIS amounts to 50%. According to the market players’ assessment, road hauliers dominate in intraregional transportation, when the distance does not exceed 1,500 km, with the exception of some routes in the North-Western and Northern regions of Russia, in Siberia and the Far East.

The Executive Director of OAO Agency Refperevozki Dmitry Ermolenko believes that road hauliers begin to compete actively with the railway carriers on the distances up to 2,500-3,000 km. It is caused by the import in Russia of many second-hand trucks from Western Europe, as well as refrigerated container transportation development. The linear organization of transportation is replaced by the multimodal one, when a container is carried by sea, railway or road transport (the transport mode is chosen according to the local conditions). Slowing down of new roads construction and repair of old ones in the RF during the last three years plays into railmen’s hands. According to the data of The Federal Road Agency of the RF Ministry of Transport, it has led to worsening of roads on some routes, while the traffic has increased, which prevents reduction of delivery time. Moreover, on the route Moscow-Saint-Petersburg, it increases delivery time.

The routes of perishables transportation by railway are nowadays concentrated on the following destinations: Kaliningrad–Saint-Petersburg-Centre of Russia, the Ural region, the Southern region, and the Far East – the Ural region – the Central region.

The most important constituent of perishables domestic transportation is transportation of import foodstuffs from the sea ports (5.9 mln tons or a half of the total volume of import foodstuffs transportation volume). A significant part of the freight is transported into Russia via the terminals of the Big Port of Saint-Petersburg, where the foodstuffs throughput exceeds 3 mln tons, without taking refcontainers into account, and 4.2 million tons together with refcontainers. Transportation of the ffudstuffs from the port is a different transportation market.



Logistics and Volumes

Comparing to 2001, production of juices and beverages in Russia increased twofold, of beer – by 1.7 times, of canned meat and fish – threefold. However, domestic production of fruit, vegetables and cattle does not cover the demands of the RF foodstuffs market. On average, 30% of the consumed foodstuffs in Russia are imported. According to the evaluations of the specialists of OAO Refservice, during the last four years, import of foodstuffs to Russia increased by 90% in value terms. Deliveries of import foodstuffs to be carried in refrigerated wagons are mainly directed to the ports of Saint-Petersburg and Kaliningrad, said Tatyana Morkovkina, Head of the Department of Foodstuffs and Perishables Transportation Organization, OAO RZD’s Department of Transportation Management. Up to 80% of perishables is handled in the ports. In winter, the port of Novorossiysk handles citruses. About 20% of perishables is imported into Russia via the Far Eastern ports. Besides, during the fishing season, loading of fish makes 30-40% of the total volume.

In spite of the fact that the share of transportation of OAO Refservice exceeds the volumes carried by private companies, it services the larger part of non-ring routes. Dmitry Ermolenko believes that all private companies were launched to service definite transportation routes, that is why they could prevent empty rolling stock transportation. The scheme of the company’s approximate route is the following: Kaliningrad-Moscow-Novosibirsk, then empty wagons run to the Far East, and then they run back. «Companies-operators are experienced in logistics, and Refservice compensates at the expense of volumes», he said.

Meanwhile, OAO Refservice considers the tendency of increasing their private rolling stock park by large producers and distributors of foodstuffs non-flexible for a whole sector of transportation market. During the last three years such foodstuffs producers as Wimm-Bill-Dann, Baltika, Heineken and many others started to create large transport departments. Even a small flow-out of cargoes from box cars to refrigerated wagons can significantly influence the financial results of companies-operators.



Wagons Wanted

The present-day park does not meet the demands of most market players. «There is a real lack of refrigerated rolling stock», states Director General of Eastern Meridian company Konstantin Zemlyanov. The thermos wagons of OAO RZD’s park are especially popular with the operators, while the refwagons remain unclaimed. Nikolay Averkov is sure that the lack may be liquidated by smoothing tariff rates on perishables transportation in refwagons, thermos wagons and heated box cars. 

«The shortage appears because of the seasonable demand and the outdated rules of transportation, i.e. delivery time. The problem is not the lack of rolling stock, but the rules of transportation, which do not allow to send the rolling stock back to the stations, where it is required», states Commercial Director of OOO Hovrinsky Warehousing Terminal Darya Bondarenko. 

Operators and consignors use heated box wagons actively. However, the market players believe that it is a temporary forced measure. «There should be no heated box cars, because they do not provide the proper conditions for cargo safety, and are self-made. However, the necessity of heated box cars use is caused by the lack of thermos wagons», says Nikolay Averkov.

Based on their logistics, OAO Refservice and companies-operators have different evaluations of their demand for rolling stock. The specialists of Refservice believe that the rolling stock structure should be as follows:

- 60% thermos wagons;

- 20% refrigerated sections; 

- 20% refrigerated containers and containers-thermoses. 

Alena Tsygankova, Director of Paritet company, thinks the structure should be different:

- 60% refrigerated sections;

- 20% thermos wagons;

- 20% containers.

Dmitry Ermolenko believes that the market needs a modern thermos wagon badly, and the CEO of OOO Thermos-Container Stanislav Stankevich and Konstantin Zemlyanov prefer containers of new generation. 

The private and OAO RZD’s parks of refrigerated rolling stock are formed on the basis of the refrigerated sections, autonomous refwagons and thermos wagons, produced in the period of USSR. The average age of a wagon is over 20 years. Depending on the year when they were produced, on average 1,000 wagons are written off annually, thus in 5-7 years there will be no special railway units to transport perishables, i.e. foodstuffs. Such a situation is discrepant with the national safety of the state. 

The information about the negotiations of the representatives of OAO Refservice and ZAO Transmashholding was published in the mass-media in H1 of 2006. However, it was only in August when Nikolay Averkov announced the company’s plans to invest into the rolling stock of new generation. «To fulfill the demand for railway transportation of perishables, OAO Refservice decided to start the construction of new refrigerated wagons. It has held negotiations with the potential producers of refrigerated rolling stock in Russia, China and Germany», he told «The RZD-Partner International».

Nikolay Averkov confirmed that the new wagons will be produced at Fahrzeugtechnik Dessau AG plant in Germany. The owner of the plant is ZAO Transmashholding. OAO Refservice has worked out the technical requirements to the new thermos wagon with the «Sandwich» construction, aimed for 1,520 mm gauge, and it has sent it to the plant, where 500 such thermos wagons are to be produced annually starting from 2008. If it is necessary, a thermos wagon will be equipped with hinged refrigeratory-heating plants, diesel-generator facilities, under wagon generator, so it will be possible to use it as a refrigerated wagon. 



Appropriate Answer

OAO Refservice’s aggressive strategy makes other carriers operate actively. In spring 2006, Paritet, Eastern Meridian and Agency Refperevozki launched United Refriragerated Company with the park of refrigerated sections of over 200 units. In the words of Dmitry Ermolenko, the company does not work actively on the market yet; however, the agreement about rolling stock exchange between the participants of the joint venture has already come in force. «Uniting our opportunities, we can improve the logistics, we escape from the inner competition and spontaneous dumping», he said.

Dmitry Ermolenko underlined that the uniting processes among the companies-operators were speeded up by separating Refservice off OAO RZD, and its turning into an independent company. The companies participating in the joint venture fear that OAO Refservice will dump. On the whole experts believe that the first results of OAO Refservice’s work were the factor of instability on the market. «The market resembles a bomb», comments Dmitry Ermolenko. He thinks that there are two reasons for the instability. Firstly, OAO Refservice as an operator can refuse transportation, which could not happen earlier. Secondly, there is random price formation on different directions and the lack of fixed tariff policy in certain periods.

«After OAO Refservice was separated off as an independent operator, OAO RZD refuses giving its wagons to cargo owners on any pretext. It contradicts the legislation. Refservice offers wagons to consignors, but the price is +5% as compared to the tariff mentioned in Tariff Regulation №10-01. That is why, some cargo owners have already applied to the RF Federal Antimonopoly Service», said Alena Tsygankova. Meanwhile, if operators are prejudiced against each other, the critical attitude to the existing tariffs and the normative base for perishables transportation unites them.



Being Friends to Win

Nowadays, the Rules regulate railway transportation of perishables, based on the terms of their expiration date in accordance with the state standards. Experts of OAO Refservice believe that providing some carriers with special terms, prolonging the delivery time or permitting transportation in a box car, puts them in unequal conditions with other market players, often making special refrigerated rolling stock idle. That is why it would be reasonable to abolish the current order of giving privileges. 

Paritet company has nothing against privileges. Alena Tsygankova believes that it is the RF Ministry of Transport that is to decide whom to give privileges. «The Ministry of Railways was a ministry, and OAO RZD is just a company», she says.

The Head of the Sanitary Inspectorate on Transport Department of Rospotrebnadzor Elina Storozheva is sure that the elaboration of technical regulations, corresponding with the Law on Technical Regulation, for different foodstuffs transportation will help to solve the problem of foodstuffs transportation on special terms. They are developed actively, and the Federal Agency plans to complete the process in 2007.

The market players are not satisfied with the current state tariff policy. They consider it a privilege for OAO RZD. Specialists of OAO Refservice believe that it does not provide enough revenues to reproduce the basic funds and renew rolling stock. Before the company was separated off, Refeservice transferred to OAO RZD about 45% of its revenues as a fee for the use of infrastructure, so it had about 55% of revenues respectively. When Refservice turned into an independent company, its share amounted to 25%. Such a ratio of revenues and expenses from exploitation of refrigerated rolling stock leads to the lack of real profit and makes the company’s activities unattractive from the investors’ perspective.

Dmitry Ermolenko is worried that the wagon constituent is not subtracted from the tariff when transporting freight in private rolling stock, which should be corrected. Konstantin Zemlyanov believes that tariffs should be calculated on the basis of the freight mass carried in a wagon of a certain type instead of the type of cargo transported. Nowadays, the tariffs on transportation of beverages and spirits are absolutely different, while the expenses of OAO RZD are the same. 



Summing Up

In spite of the developing competition, the market players are ready to unite to solve common problems. The «civilized» market will hardly be created soon, but there are prerequisites for it to emerge. They are negative attitude to the violators of transportation rules, attempts to work out a common opinion on tariffs, and the readiness to invest into infrastructure. Even if the approaches to business development are different, the common interests of market players are stronger than their contradictions.



By  ALEXEY  LEBEDEV
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    [DETAIL_TEXT] => In 2006 OАО RZD department TransContainer acquired a new legal status of an open joint stock company.Peter Baskakov, CEO of the company, comments upon the changes the company underwent
 


– Mr.Baskakov, what are the positive results of acquiring the status of an independent market subject? 

– When we launched TransContainer as a rolling stock and container park operator, as well as terminals owner, the technology of interrelations not only with independent market participants, but also with OAO RZD changed. TransContainer used to perform as a carrier on behalf of the corporation, and many companies were dissatisfied with the fact that ОАО RZD planned transportation, controlled forwarding and sold complex service placing other market participants into initially unfavorable conditions. Nowadays ОАО TransContainer has equal conditions to other operator companies, and first of all, this concerns its tariff rates.

– How has the attitude to tariff formation changed?

– The most important thing to mention is the separation of car and container components in tariffa. Of course, the container component has always been in the tariff. However, then the customer paid it «automatically», obtaining a rail car and a common rate. Now tariff formation has become more transparent. The cargo owner and the forwarder can clearly see how much they pay to ОАО RZD and how much and for what they pay to ОАО TransContainer or any other operator. 

We offer different conditions of transportation depending on the direction, setting agreement issues individually for certain routes and for certain clients. We usually decrease the rate for the companies who offer not only container transportation to a certain destination, but also participate in development projects on back run load. If we do not have a chance to escape empty run, transportation is to be more expensive, since we pay for empty run now as everybody does. 

I believe tariff review which took place in June this year improved working conditions for all transport market participants, our company included. As it is known, after many alternations of respective coefficients and inflation rate considered by Tariff Regulation №2 («Payment for use of rail cars and containers during cargo transportation implemented by OAO RZD») a serious tariff amendment for container transportation occurred. Due to this the container and car component made transportation unprofitable for rolling stock owners in some directions, though for clients it didn’t make any difference. All this resulted in the situation when some operators refused to transport cargo on these unprofitable routes and preferred those where they could escape empty run. 

At present container and car components work for all cargo transportation lines, which positively influences the transportation process. I’m sure this will make operators enlarge their car park destined for container transportation. 

– Nevertheless, many transport companies sound critical towards your company. Their remarks have to do with tariffs, access to terminals run by ОАО TransContainer and the way of providing rolling stock and containers...

– If a customer having concluded an agreement is dissatisfied with our services, he is to complain to us directly. When clients’ complaints are objective, we do our best to sort the situation out and improve it. We should differentiate what client’s complaints we are speaking about: whether it is a cargo owner who hasn’t been serviced properly or an operator like ourselves but who is accustomed to working on the market in a specific way. 

Everybody knows there are profitable and unprofitable routes. When we dealt with common tariffs, the cost of transportation depended on the distance and empty run was paid at the expense of load run. Many operators directed their rolling stock only to profitable routes (where risk of empty run was excluded), thus, earning super profit. For those routes where empty run was unavoidable the companies employed OAO RZD rolling stock. It happened so that private rolling stock suffered 10% empty run, but OAO RZD park – 60%. Thus, OAO RZD suffered losses when transporting cargo in their rolling stock. Some operator companies still try to work according to this scheme: to transport cargo on profitable routes themselves and ask TransContainer for rolling stock on unprofitable routes. That is the reason why we receive certain amount of complaints from such operators. 

– Also your company was accused of sabotaging container transportation in gondola cars...

– I’ve already explained several times that this transportation can be damaging. Operator companies specializing in coal and metal transportation very often «pick up» containers to shorten empty run. After this gondola car goes to transport metal and, as a result, the container is left behind and the technology of container transportation is violated. Consequently, somebody must bring fitting platforms there. 

I can send our rolling stock there, but will charge the expenditure (moreover, empty platforms are more expensive than loaded units). In this respect another problem arises: TransContainer platforms do not run without containers, thus, I have to leave our containers and go to pick up somebody else’s, which is what makes me refuse such transportation for economic reasons. That is why many companies express their displeasure about the fact that we do not provide our rolling stock. I personally believe, if you started the transportation process, it is yourself, not somebody else, who should complete it properly. 

When the park of fitting platforms belonged to ОАО RZD, the company suffered a great deal of empty run and nobody paid for this. Now the situation is different: empty run is to be paid for and, because I cannot implement unprofitable activities according to tax legislation, I should ascribe these expenditures to the client. 

– You are positioning your company as an operator who works in equal conditions to other operators. However, it is true that you were given favorable conditions initially and, thus, have great competitive advantages such as terminals, rolling stock, information on cargo base and, consequently, guaranteed opportunity of back run load.

– This advantage is that of a branched agent net, moreover, it is not an acquired but a created net. This network can be formed by any operator, and they can acquire rail cars and container park as well. In order to provide such an opportunity, the decision on separating container transportation into a competitive market segment was made. 

I strictly object to the statement that we dominate the market. Our transportation volumes are lower than those of the private sector and we operate a lower number of rolling stock as well. In terminal business we do not take a leading position either, since we fulfill no more than 30% from the aggregate volume of load/unload operations. I’d like to stress that we claimed our terminals for common use and work on the same with ОАО RZD terminal tariffs. Besides 47 terminals belonging to TransContainer, 583 more were launched in Russia, 140 from them are analogous to our terminals in terms of technical parameters. Thus, clients have a wide choice. 

Moreover, recently private terminals have been appearing that operate accesses and have more modern equipment. So you can see that it is not such a great competitive advantage in contrast to TransContainer agent net. However, who stops other companies from launching modern technologies and information technologies and setting flexible tariffs? For example, many large companies already have their own branch net abroad. They are TransGroup АS, Far Eastern Shipping Company etc. Each market participant should think how to improve their business. We’ve obtained our advantages not from our Mother Company, but in a natural way. 

– What are ОАО TransContainer priorities?

– The most important thing to do is to launch an information system that would join all our agencies into a unified network. The created system will allow to compose complex service chains automatically, as well as control all departments of TransContainer efficiently: accountant, forwarding, repair and technological. Moreover, we’ll face less misunderstanding locally and it will make the process of selling non-existent services to a client impossible. Everything will be transparent. 

We are also continuing work on launching clients’ service centers. One of them already functions in Novosibirsk. By the end of 2006 we plan to launch such centers at all railways and in large centers of Russia. Cargo owners will not have to come to the station and personally communicate with the staff involved. They can place an order and receive service without leaving their offices. I’d like to stress that, as far as the application of an information system of such scale goes, we will be pioneers in Russia. This step will become one of our competitive advantages. 

– What do you think about the situation with transit cargo? What steps does TransContainer take to improve it?

– Now we are doing certain calculations for cargo transportation from central part of China to Eastern Europe. Tariffs here are competitive with shipping. Also, as from March 2006, our transit flow follows from Korea to Uzbekistan. Not long ago our containers were transported via China, but our route proved to be advantageous to the Chinese. Now TransContainer controls 75% of total cargo flow on this route. Also, transportation of components to auto assembly works of Russia should be mentioned. 

We believe it would be reasonable to launch accumulative «hubs» for two routes (for example, in Europe and China) which could receive container flows and block-trains can be formed there. TransContainer is going through a new stage of container transportation development when new economic tools for the company’s growth appear. Also we launch joint-ventures to achieve this. For example, with VR Cargo, who will get involved not only in transit, but also export-import transportation between Russia and Finland. 



Interviewed by VICTORIA  MERKUSHEVA
    [~DETAIL_TEXT] => In 2006 OАО RZD department TransContainer acquired a new legal status of an open joint stock company.Peter Baskakov, CEO of the company, comments upon the changes the company underwent
 


– Mr.Baskakov, what are the positive results of acquiring the status of an independent market subject? 

– When we launched TransContainer as a rolling stock and container park operator, as well as terminals owner, the technology of interrelations not only with independent market participants, but also with OAO RZD changed. TransContainer used to perform as a carrier on behalf of the corporation, and many companies were dissatisfied with the fact that ОАО RZD planned transportation, controlled forwarding and sold complex service placing other market participants into initially unfavorable conditions. Nowadays ОАО TransContainer has equal conditions to other operator companies, and first of all, this concerns its tariff rates.

– How has the attitude to tariff formation changed?

– The most important thing to mention is the separation of car and container components in tariffa. Of course, the container component has always been in the tariff. However, then the customer paid it «automatically», obtaining a rail car and a common rate. Now tariff formation has become more transparent. The cargo owner and the forwarder can clearly see how much they pay to ОАО RZD and how much and for what they pay to ОАО TransContainer or any other operator. 

We offer different conditions of transportation depending on the direction, setting agreement issues individually for certain routes and for certain clients. We usually decrease the rate for the companies who offer not only container transportation to a certain destination, but also participate in development projects on back run load. If we do not have a chance to escape empty run, transportation is to be more expensive, since we pay for empty run now as everybody does. 

I believe tariff review which took place in June this year improved working conditions for all transport market participants, our company included. As it is known, after many alternations of respective coefficients and inflation rate considered by Tariff Regulation №2 («Payment for use of rail cars and containers during cargo transportation implemented by OAO RZD») a serious tariff amendment for container transportation occurred. Due to this the container and car component made transportation unprofitable for rolling stock owners in some directions, though for clients it didn’t make any difference. All this resulted in the situation when some operators refused to transport cargo on these unprofitable routes and preferred those where they could escape empty run. 

At present container and car components work for all cargo transportation lines, which positively influences the transportation process. I’m sure this will make operators enlarge their car park destined for container transportation. 

– Nevertheless, many transport companies sound critical towards your company. Their remarks have to do with tariffs, access to terminals run by ОАО TransContainer and the way of providing rolling stock and containers...

– If a customer having concluded an agreement is dissatisfied with our services, he is to complain to us directly. When clients’ complaints are objective, we do our best to sort the situation out and improve it. We should differentiate what client’s complaints we are speaking about: whether it is a cargo owner who hasn’t been serviced properly or an operator like ourselves but who is accustomed to working on the market in a specific way. 

Everybody knows there are profitable and unprofitable routes. When we dealt with common tariffs, the cost of transportation depended on the distance and empty run was paid at the expense of load run. Many operators directed their rolling stock only to profitable routes (where risk of empty run was excluded), thus, earning super profit. For those routes where empty run was unavoidable the companies employed OAO RZD rolling stock. It happened so that private rolling stock suffered 10% empty run, but OAO RZD park – 60%. Thus, OAO RZD suffered losses when transporting cargo in their rolling stock. Some operator companies still try to work according to this scheme: to transport cargo on profitable routes themselves and ask TransContainer for rolling stock on unprofitable routes. That is the reason why we receive certain amount of complaints from such operators. 

– Also your company was accused of sabotaging container transportation in gondola cars...

– I’ve already explained several times that this transportation can be damaging. Operator companies specializing in coal and metal transportation very often «pick up» containers to shorten empty run. After this gondola car goes to transport metal and, as a result, the container is left behind and the technology of container transportation is violated. Consequently, somebody must bring fitting platforms there. 

I can send our rolling stock there, but will charge the expenditure (moreover, empty platforms are more expensive than loaded units). In this respect another problem arises: TransContainer platforms do not run without containers, thus, I have to leave our containers and go to pick up somebody else’s, which is what makes me refuse such transportation for economic reasons. That is why many companies express their displeasure about the fact that we do not provide our rolling stock. I personally believe, if you started the transportation process, it is yourself, not somebody else, who should complete it properly. 

When the park of fitting platforms belonged to ОАО RZD, the company suffered a great deal of empty run and nobody paid for this. Now the situation is different: empty run is to be paid for and, because I cannot implement unprofitable activities according to tax legislation, I should ascribe these expenditures to the client. 

– You are positioning your company as an operator who works in equal conditions to other operators. However, it is true that you were given favorable conditions initially and, thus, have great competitive advantages such as terminals, rolling stock, information on cargo base and, consequently, guaranteed opportunity of back run load.

– This advantage is that of a branched agent net, moreover, it is not an acquired but a created net. This network can be formed by any operator, and they can acquire rail cars and container park as well. In order to provide such an opportunity, the decision on separating container transportation into a competitive market segment was made. 

I strictly object to the statement that we dominate the market. Our transportation volumes are lower than those of the private sector and we operate a lower number of rolling stock as well. In terminal business we do not take a leading position either, since we fulfill no more than 30% from the aggregate volume of load/unload operations. I’d like to stress that we claimed our terminals for common use and work on the same with ОАО RZD terminal tariffs. Besides 47 terminals belonging to TransContainer, 583 more were launched in Russia, 140 from them are analogous to our terminals in terms of technical parameters. Thus, clients have a wide choice. 

Moreover, recently private terminals have been appearing that operate accesses and have more modern equipment. So you can see that it is not such a great competitive advantage in contrast to TransContainer agent net. However, who stops other companies from launching modern technologies and information technologies and setting flexible tariffs? For example, many large companies already have their own branch net abroad. They are TransGroup АS, Far Eastern Shipping Company etc. Each market participant should think how to improve their business. We’ve obtained our advantages not from our Mother Company, but in a natural way. 

– What are ОАО TransContainer priorities?

– The most important thing to do is to launch an information system that would join all our agencies into a unified network. The created system will allow to compose complex service chains automatically, as well as control all departments of TransContainer efficiently: accountant, forwarding, repair and technological. Moreover, we’ll face less misunderstanding locally and it will make the process of selling non-existent services to a client impossible. Everything will be transparent. 

We are also continuing work on launching clients’ service centers. One of them already functions in Novosibirsk. By the end of 2006 we plan to launch such centers at all railways and in large centers of Russia. Cargo owners will not have to come to the station and personally communicate with the staff involved. They can place an order and receive service without leaving their offices. I’d like to stress that, as far as the application of an information system of such scale goes, we will be pioneers in Russia. This step will become one of our competitive advantages. 

– What do you think about the situation with transit cargo? What steps does TransContainer take to improve it?

– Now we are doing certain calculations for cargo transportation from central part of China to Eastern Europe. Tariffs here are competitive with shipping. Also, as from March 2006, our transit flow follows from Korea to Uzbekistan. Not long ago our containers were transported via China, but our route proved to be advantageous to the Chinese. Now TransContainer controls 75% of total cargo flow on this route. Also, transportation of components to auto assembly works of Russia should be mentioned. 

We believe it would be reasonable to launch accumulative «hubs» for two routes (for example, in Europe and China) which could receive container flows and block-trains can be formed there. TransContainer is going through a new stage of container transportation development when new economic tools for the company’s growth appear. Also we launch joint-ventures to achieve this. For example, with VR Cargo, who will get involved not only in transit, but also export-import transportation between Russia and Finland. 



Interviewed by VICTORIA  MERKUSHEVA
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    [DETAIL_TEXT] => In 2006 OАО RZD department TransContainer acquired a new legal status of an open joint stock company.Peter Baskakov, CEO of the company, comments upon the changes the company underwent
 


– Mr.Baskakov, what are the positive results of acquiring the status of an independent market subject? 

– When we launched TransContainer as a rolling stock and container park operator, as well as terminals owner, the technology of interrelations not only with independent market participants, but also with OAO RZD changed. TransContainer used to perform as a carrier on behalf of the corporation, and many companies were dissatisfied with the fact that ОАО RZD planned transportation, controlled forwarding and sold complex service placing other market participants into initially unfavorable conditions. Nowadays ОАО TransContainer has equal conditions to other operator companies, and first of all, this concerns its tariff rates.

– How has the attitude to tariff formation changed?

– The most important thing to mention is the separation of car and container components in tariffa. Of course, the container component has always been in the tariff. However, then the customer paid it «automatically», obtaining a rail car and a common rate. Now tariff formation has become more transparent. The cargo owner and the forwarder can clearly see how much they pay to ОАО RZD and how much and for what they pay to ОАО TransContainer or any other operator. 

We offer different conditions of transportation depending on the direction, setting agreement issues individually for certain routes and for certain clients. We usually decrease the rate for the companies who offer not only container transportation to a certain destination, but also participate in development projects on back run load. If we do not have a chance to escape empty run, transportation is to be more expensive, since we pay for empty run now as everybody does. 

I believe tariff review which took place in June this year improved working conditions for all transport market participants, our company included. As it is known, after many alternations of respective coefficients and inflation rate considered by Tariff Regulation №2 («Payment for use of rail cars and containers during cargo transportation implemented by OAO RZD») a serious tariff amendment for container transportation occurred. Due to this the container and car component made transportation unprofitable for rolling stock owners in some directions, though for clients it didn’t make any difference. All this resulted in the situation when some operators refused to transport cargo on these unprofitable routes and preferred those where they could escape empty run. 

At present container and car components work for all cargo transportation lines, which positively influences the transportation process. I’m sure this will make operators enlarge their car park destined for container transportation. 

– Nevertheless, many transport companies sound critical towards your company. Their remarks have to do with tariffs, access to terminals run by ОАО TransContainer and the way of providing rolling stock and containers...

– If a customer having concluded an agreement is dissatisfied with our services, he is to complain to us directly. When clients’ complaints are objective, we do our best to sort the situation out and improve it. We should differentiate what client’s complaints we are speaking about: whether it is a cargo owner who hasn’t been serviced properly or an operator like ourselves but who is accustomed to working on the market in a specific way. 

Everybody knows there are profitable and unprofitable routes. When we dealt with common tariffs, the cost of transportation depended on the distance and empty run was paid at the expense of load run. Many operators directed their rolling stock only to profitable routes (where risk of empty run was excluded), thus, earning super profit. For those routes where empty run was unavoidable the companies employed OAO RZD rolling stock. It happened so that private rolling stock suffered 10% empty run, but OAO RZD park – 60%. Thus, OAO RZD suffered losses when transporting cargo in their rolling stock. Some operator companies still try to work according to this scheme: to transport cargo on profitable routes themselves and ask TransContainer for rolling stock on unprofitable routes. That is the reason why we receive certain amount of complaints from such operators. 

– Also your company was accused of sabotaging container transportation in gondola cars...

– I’ve already explained several times that this transportation can be damaging. Operator companies specializing in coal and metal transportation very often «pick up» containers to shorten empty run. After this gondola car goes to transport metal and, as a result, the container is left behind and the technology of container transportation is violated. Consequently, somebody must bring fitting platforms there. 

I can send our rolling stock there, but will charge the expenditure (moreover, empty platforms are more expensive than loaded units). In this respect another problem arises: TransContainer platforms do not run without containers, thus, I have to leave our containers and go to pick up somebody else’s, which is what makes me refuse such transportation for economic reasons. That is why many companies express their displeasure about the fact that we do not provide our rolling stock. I personally believe, if you started the transportation process, it is yourself, not somebody else, who should complete it properly. 

When the park of fitting platforms belonged to ОАО RZD, the company suffered a great deal of empty run and nobody paid for this. Now the situation is different: empty run is to be paid for and, because I cannot implement unprofitable activities according to tax legislation, I should ascribe these expenditures to the client. 

– You are positioning your company as an operator who works in equal conditions to other operators. However, it is true that you were given favorable conditions initially and, thus, have great competitive advantages such as terminals, rolling stock, information on cargo base and, consequently, guaranteed opportunity of back run load.

– This advantage is that of a branched agent net, moreover, it is not an acquired but a created net. This network can be formed by any operator, and they can acquire rail cars and container park as well. In order to provide such an opportunity, the decision on separating container transportation into a competitive market segment was made. 

I strictly object to the statement that we dominate the market. Our transportation volumes are lower than those of the private sector and we operate a lower number of rolling stock as well. In terminal business we do not take a leading position either, since we fulfill no more than 30% from the aggregate volume of load/unload operations. I’d like to stress that we claimed our terminals for common use and work on the same with ОАО RZD terminal tariffs. Besides 47 terminals belonging to TransContainer, 583 more were launched in Russia, 140 from them are analogous to our terminals in terms of technical parameters. Thus, clients have a wide choice. 

Moreover, recently private terminals have been appearing that operate accesses and have more modern equipment. So you can see that it is not such a great competitive advantage in contrast to TransContainer agent net. However, who stops other companies from launching modern technologies and information technologies and setting flexible tariffs? For example, many large companies already have their own branch net abroad. They are TransGroup АS, Far Eastern Shipping Company etc. Each market participant should think how to improve their business. We’ve obtained our advantages not from our Mother Company, but in a natural way. 

– What are ОАО TransContainer priorities?

– The most important thing to do is to launch an information system that would join all our agencies into a unified network. The created system will allow to compose complex service chains automatically, as well as control all departments of TransContainer efficiently: accountant, forwarding, repair and technological. Moreover, we’ll face less misunderstanding locally and it will make the process of selling non-existent services to a client impossible. Everything will be transparent. 

We are also continuing work on launching clients’ service centers. One of them already functions in Novosibirsk. By the end of 2006 we plan to launch such centers at all railways and in large centers of Russia. Cargo owners will not have to come to the station and personally communicate with the staff involved. They can place an order and receive service without leaving their offices. I’d like to stress that, as far as the application of an information system of such scale goes, we will be pioneers in Russia. This step will become one of our competitive advantages. 

– What do you think about the situation with transit cargo? What steps does TransContainer take to improve it?

– Now we are doing certain calculations for cargo transportation from central part of China to Eastern Europe. Tariffs here are competitive with shipping. Also, as from March 2006, our transit flow follows from Korea to Uzbekistan. Not long ago our containers were transported via China, but our route proved to be advantageous to the Chinese. Now TransContainer controls 75% of total cargo flow on this route. Also, transportation of components to auto assembly works of Russia should be mentioned. 

We believe it would be reasonable to launch accumulative «hubs» for two routes (for example, in Europe and China) which could receive container flows and block-trains can be formed there. TransContainer is going through a new stage of container transportation development when new economic tools for the company’s growth appear. Also we launch joint-ventures to achieve this. For example, with VR Cargo, who will get involved not only in transit, but also export-import transportation between Russia and Finland. 



Interviewed by VICTORIA  MERKUSHEVA
    [~DETAIL_TEXT] => In 2006 OАО RZD department TransContainer acquired a new legal status of an open joint stock company.Peter Baskakov, CEO of the company, comments upon the changes the company underwent
 


– Mr.Baskakov, what are the positive results of acquiring the status of an independent market subject? 

– When we launched TransContainer as a rolling stock and container park operator, as well as terminals owner, the technology of interrelations not only with independent market participants, but also with OAO RZD changed. TransContainer used to perform as a carrier on behalf of the corporation, and many companies were dissatisfied with the fact that ОАО RZD planned transportation, controlled forwarding and sold complex service placing other market participants into initially unfavorable conditions. Nowadays ОАО TransContainer has equal conditions to other operator companies, and first of all, this concerns its tariff rates.

– How has the attitude to tariff formation changed?

– The most important thing to mention is the separation of car and container components in tariffa. Of course, the container component has always been in the tariff. However, then the customer paid it «automatically», obtaining a rail car and a common rate. Now tariff formation has become more transparent. The cargo owner and the forwarder can clearly see how much they pay to ОАО RZD and how much and for what they pay to ОАО TransContainer or any other operator. 

We offer different conditions of transportation depending on the direction, setting agreement issues individually for certain routes and for certain clients. We usually decrease the rate for the companies who offer not only container transportation to a certain destination, but also participate in development projects on back run load. If we do not have a chance to escape empty run, transportation is to be more expensive, since we pay for empty run now as everybody does. 

I believe tariff review which took place in June this year improved working conditions for all transport market participants, our company included. As it is known, after many alternations of respective coefficients and inflation rate considered by Tariff Regulation №2 («Payment for use of rail cars and containers during cargo transportation implemented by OAO RZD») a serious tariff amendment for container transportation occurred. Due to this the container and car component made transportation unprofitable for rolling stock owners in some directions, though for clients it didn’t make any difference. All this resulted in the situation when some operators refused to transport cargo on these unprofitable routes and preferred those where they could escape empty run. 

At present container and car components work for all cargo transportation lines, which positively influences the transportation process. I’m sure this will make operators enlarge their car park destined for container transportation. 

– Nevertheless, many transport companies sound critical towards your company. Their remarks have to do with tariffs, access to terminals run by ОАО TransContainer and the way of providing rolling stock and containers...

– If a customer having concluded an agreement is dissatisfied with our services, he is to complain to us directly. When clients’ complaints are objective, we do our best to sort the situation out and improve it. We should differentiate what client’s complaints we are speaking about: whether it is a cargo owner who hasn’t been serviced properly or an operator like ourselves but who is accustomed to working on the market in a specific way. 

Everybody knows there are profitable and unprofitable routes. When we dealt with common tariffs, the cost of transportation depended on the distance and empty run was paid at the expense of load run. Many operators directed their rolling stock only to profitable routes (where risk of empty run was excluded), thus, earning super profit. For those routes where empty run was unavoidable the companies employed OAO RZD rolling stock. It happened so that private rolling stock suffered 10% empty run, but OAO RZD park – 60%. Thus, OAO RZD suffered losses when transporting cargo in their rolling stock. Some operator companies still try to work according to this scheme: to transport cargo on profitable routes themselves and ask TransContainer for rolling stock on unprofitable routes. That is the reason why we receive certain amount of complaints from such operators. 

– Also your company was accused of sabotaging container transportation in gondola cars...

– I’ve already explained several times that this transportation can be damaging. Operator companies specializing in coal and metal transportation very often «pick up» containers to shorten empty run. After this gondola car goes to transport metal and, as a result, the container is left behind and the technology of container transportation is violated. Consequently, somebody must bring fitting platforms there. 

I can send our rolling stock there, but will charge the expenditure (moreover, empty platforms are more expensive than loaded units). In this respect another problem arises: TransContainer platforms do not run without containers, thus, I have to leave our containers and go to pick up somebody else’s, which is what makes me refuse such transportation for economic reasons. That is why many companies express their displeasure about the fact that we do not provide our rolling stock. I personally believe, if you started the transportation process, it is yourself, not somebody else, who should complete it properly. 

When the park of fitting platforms belonged to ОАО RZD, the company suffered a great deal of empty run and nobody paid for this. Now the situation is different: empty run is to be paid for and, because I cannot implement unprofitable activities according to tax legislation, I should ascribe these expenditures to the client. 

– You are positioning your company as an operator who works in equal conditions to other operators. However, it is true that you were given favorable conditions initially and, thus, have great competitive advantages such as terminals, rolling stock, information on cargo base and, consequently, guaranteed opportunity of back run load.

– This advantage is that of a branched agent net, moreover, it is not an acquired but a created net. This network can be formed by any operator, and they can acquire rail cars and container park as well. In order to provide such an opportunity, the decision on separating container transportation into a competitive market segment was made. 

I strictly object to the statement that we dominate the market. Our transportation volumes are lower than those of the private sector and we operate a lower number of rolling stock as well. In terminal business we do not take a leading position either, since we fulfill no more than 30% from the aggregate volume of load/unload operations. I’d like to stress that we claimed our terminals for common use and work on the same with ОАО RZD terminal tariffs. Besides 47 terminals belonging to TransContainer, 583 more were launched in Russia, 140 from them are analogous to our terminals in terms of technical parameters. Thus, clients have a wide choice. 

Moreover, recently private terminals have been appearing that operate accesses and have more modern equipment. So you can see that it is not such a great competitive advantage in contrast to TransContainer agent net. However, who stops other companies from launching modern technologies and information technologies and setting flexible tariffs? For example, many large companies already have their own branch net abroad. They are TransGroup АS, Far Eastern Shipping Company etc. Each market participant should think how to improve their business. We’ve obtained our advantages not from our Mother Company, but in a natural way. 

– What are ОАО TransContainer priorities?

– The most important thing to do is to launch an information system that would join all our agencies into a unified network. The created system will allow to compose complex service chains automatically, as well as control all departments of TransContainer efficiently: accountant, forwarding, repair and technological. Moreover, we’ll face less misunderstanding locally and it will make the process of selling non-existent services to a client impossible. Everything will be transparent. 

We are also continuing work on launching clients’ service centers. One of them already functions in Novosibirsk. By the end of 2006 we plan to launch such centers at all railways and in large centers of Russia. Cargo owners will not have to come to the station and personally communicate with the staff involved. They can place an order and receive service without leaving their offices. I’d like to stress that, as far as the application of an information system of such scale goes, we will be pioneers in Russia. This step will become one of our competitive advantages. 

– What do you think about the situation with transit cargo? What steps does TransContainer take to improve it?

– Now we are doing certain calculations for cargo transportation from central part of China to Eastern Europe. Tariffs here are competitive with shipping. Also, as from March 2006, our transit flow follows from Korea to Uzbekistan. Not long ago our containers were transported via China, but our route proved to be advantageous to the Chinese. Now TransContainer controls 75% of total cargo flow on this route. Also, transportation of components to auto assembly works of Russia should be mentioned. 

We believe it would be reasonable to launch accumulative «hubs» for two routes (for example, in Europe and China) which could receive container flows and block-trains can be formed there. TransContainer is going through a new stage of container transportation development when new economic tools for the company’s growth appear. Also we launch joint-ventures to achieve this. For example, with VR Cargo, who will get involved not only in transit, but also export-import transportation between Russia and Finland. 



Interviewed by VICTORIA  MERKUSHEVA
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Focus on Domestic Handling

The energy strategy of Russia for the period up to 2020 envisages a further development of oil and gas complex transport infrastructure. It will assist in the fulfillment of the following tasks: firstly, it can help the timely formation of transport systems in new oil production regions; secondly, it will diversify suppliers to domestic and foreign markets in terms of directions, modes of delivery and routes; thirdly, it can increase the efficiency of gas export, as well as of oil and products. Moreover, it is planned to regulate energy recourses manufacturers access to pipe line systems; to support projects directed to the launch of energy transport infrastructure on the basis of the public-private partnership.

According to the forecasts of the RF Ministry of Industry and Energy, by 2015 oil production volume in Russia will amount to 509-542 mln tons against 472 mln tons in 2005. The major increase in production will be reached at the expense of new oil and gas resources development in Siberia and Russian Far East. Oil production in this region is expected to boost up to 74 mln tons (it is planned to reach the volume of 23 mln tons in 2006) due to putting into operation of such large deposits as Vankorskoye, Yurubcheno-Tohomskoye, Kuyumbinskoye, Verhnechonskoye, and Talakanskoye, with Sakhalin-1,2 acquiring its designed capacities. At the same time, the development of Timano-Pechorskaya oil and gas province will continue, as well as the Arctic seas shelf, which will result in an increase of 63% (+16 mln tons) of production.

Speaking of oil export, experts foresee volumes of 272-300 mln tons by 2015 against 253 mln tons produced last year. Export growth is to be achieved due to an increase in oil supplies to foreign countries, while oil export to neighboring countries will not change significantly.

Domestic market also awaits growth of handling volumes at 225-230 mln tons (against 207 mln tons produced in 2005). Petrol volumes will increase at 1.2 – 1.3 times, diesel fuel at 17 times (+23%). Light oil production will increase from 57.2% in 2005 to 62 – 64.5% by 2015, with a significant improvement of their technical parameters. This conclusion was made by the Ministry experts after they analyzed the plans of the Russian oil companies on reconstruction and technical re-equipment of oil-refineries. At the same time, oil products export will become stable at the background of domestic consumption growth.

Judging Russia’s place on the world oil market objectively, we can see the following situation. Considering the growth rates awaiting this market, as well as Russia’s Energy strategy planning to diversify export supplies and increase transit insignificantly (from 24 mln tons to 29 mln tons), it is planned to keep the oil supplies volumes to the European market at the level of 235 mln tons and increase oil supplies to the countries of Asian-Pacific regions and the USA up to 80 mln tons and 12 mln tons respectively, which will allow to enlarge the Russian export oil share in terms of final consumption volumes by over 20% in Europe, by over 5% in China and by 1.0% in the US.

It is quite clear that the traditional pipe transport will receive the basic load that, in its turn, will require the ability to transport the growing oil and products volumes, as well as respective infrastructure development.



Set Towards East

Nowadays pipe transport system operates about 350 thousand kilometers of pipelines destined for technological procedures (oil collecting, water supply, oil transportation), about 2.5 thousand kilometers of main pipe-lines controlled by oil companies (foreign companies included: pipelines of Usa-Ukhta, Sakhalin – De-Castri, Caspian Pipeline Consortium), and about 50 thousand kilometers of pipelines belonging to ОАО АК Transneft, who implements oil export supplies and access to pipeline capacities controlled by the state. Moreover, the system operates 355 oil pumping stations, 861 oil-tanks with aggregate capacity amounted to 14 mln cubic meters. The companies’ pipelines go via 65 regions of the country, recently their length has increased by two thousand kilometers. The implementation of some large-scaled projects assisted in it. Moreover that allowed them to become independent on transit going via neighboring countries and create new export directions. 

In particular, recently Sukhodolnaya-Rodionovskya pipeline of 33 mln tons capacity has been constructed; the capacity of the Baltic pipeline system was increased from 12 mln tons to 65 mln tons per year in 2001. It resulted in the main lines capacity increase by 16 mln tons (2003 – 2005), and considering work implemented in 2006, by 23 mln tons. Work on further capacities enhancement is carried on. According to the Energy strategy of the country, the Eastern Siberia – Pacific Ocean (ESPO) pipeline system construction started, also the design of Haryaga – Indiga pipeline is being implemented. 

According to the Ministry of Industry and Energy of Russia, these two projects implementation will make it possible to provide conditions for hydrocarbon deposits development in Eastern Siberia and Timano-Pechory and also to enhance ОАО АК Transneft capacities to supply oil abroad (mainly to the countries of Asian-Pacific ocean). At the same time, new export directions and conditions for export diversification will be created and, what is more important, the process of oil transportation to foreign markets will be less dependent on the ports of neighboring countries. 

It should be noted that ESPO project implementation will allow to increase oil pipe transportation eastwards from zero to 11.6–26% and, taking into consideration the «North» project (Haryaga-Indiga), to boost the oil export share bypassing neighboring ports up to 95%.

Recently the deficit of oil main pipelines capacities was liquidated. Currently the capacity proficit of ОАО АК Transneft amounts to 7 mln tons of oil per year, while the average load of oil pipes makes only 92%. However, capacities deficit can be observed on certain most efficient directions of oil transportation.

In general, the implementation of the above-mentioned projects will result in pipe transport capacity expanding at 1.5 times. Wherein the probable proficit of capacities is estimated at 34–60 mln tons (13-19%), which will allow, first of all, to diversify export and, consequently, to increase its efficiency. At the same time, the tariff policy held makes it possible to support the current ОАО АК Transneft activities and keep tariffs at the level not lower than that of neighboring countries. 



Gas to Warm Europe

The key priority of the Energy strategy is keeping unified gas system and its development at the expense of new objects construction (including those built on the basis of share holding). 

By 2015, the growth in gas production is estimated at 742-754 bln cubic meters (against 638 bln cubic meters made in 2005). The major increase of gas production is forecasted in North-Western region due to Shtokmann gasfield development (by 38 bln cubic meters), as well as in Eastern Siberia (by 33 bln cubic meters), considering the development of deposits in Irkutsk region, including the unique Kovуktinskoye deposit. In the Far East Sakhalin-1.2 are to reach their projected capacities and Sakhalin-3 is to be launched which will result in gas production in the region boosting by 42 bln cubic meters. 

Domestic consumption is to reach 470 bln cubic meters in 2010 (against 442 bln cubic meters in 2005) and 490 bln cubic meters in 2015. Forecasted gas export volumes by 2015 may amount to 274-281 bln cubic meters (against 207 bln cubic meters in 2005). Taking into consideration the tendencies of the world gas market, Russia’s potential place in the structure of the Russian gas export can change. This will also result in the development of the Eastern part of Russia (Sakhalin-1,2) and Shtokmann gasfield. The share of liquefied natural gas supplied to the markets of the Asian-Pacific region and Eastern coast of the US will reach 61 bln cubic meters (22% of aggregate export volume), and on the Western route to China («Altai» project gas will be supplied) will reach the volume of 30 bln cubic meters (11%). At the same time, the growth of gas supplies to Europe will continue from 154 to 173 bln cubic meters. However, the share will drop from 12% to 62% under conditions of diversification of the routes via North – European Gas pipeline and elongation of «Blue stream» up to the countries of Central Europe and Southern Italian regions. Speaking of the Russian gas supplies to the former USSR republics, they will be gradually substituted by supplies of Central-Middle Asian gas, which has resulted in a drop of the Russian gas export to this region by 37 bln cubic meters with a 20% (up to 6%) share drop in aggregate export volume.

Nowadays the Unified System of Gas Supply of Russia (USGS) represents an example of powerful unique industrial complex. Its infrastructure includes 155 thousand kilometers of main gas pipelines; 6.1 thousand kilometers of condensated products pipelines; 264 compressor stations of 44.8 mln kilowatt capacity; 24 objects for underground gas storage. Gas transport system takes about 85% of basic production funds of ОАО Gazprom; more than a half of its length is formed by gas pipelines of big diameter (1 220 and 1 420 mm). 

The average distance of gas transportation to reach the Russian customer makes about 2400 kilometers and the one to a foreign customer – about 3400 kilometers. Gas transportation distance from gasfields of the Northern regions of Tumen to the farthest destinations of import-countries, such as France and Italy, amounts to 5 thousand kilometers. The investment programme developed by ОАО Gazprom envisages procedures on removing any bottle-necks in the pipelines of USGS.

One of the most significant projects is the construction of the North-European gas pipeline (length of 1200 kilometers, diameter – 1220 mm, working pressure – 210 psi, project capacity – 27.5 bln cubic meters at the first stage and 55 bln cubic meters when developed). To join the North-European Gas Pipeline with USGS new Gryazovets – Vyborg gas pipeline, construction has been launched that will also allow to satisfy the gas needs of Saint-Petersburg and Leningrad region. Particular attention during this project implementation will be paid to the ecological aspects of this pipeline being laid down on the sea-bed of the Baltic Sea. 

Moreover, ОАО Gazprom is working out the General Scheme of development and location of the gas industry up to 2020. 

The programme of the unified system of gas production launch, transportation and supply in Eastern Siberia and the Far East is to be completed, considering opportunities of probable export to Chinese markets, as well as other countries of Asian-Pacific region. According to preliminary data, depending on the options considered aggregate capital investment into the geological survey, development, production, helium storage and gas transportation via the Russian territory is estimated at USD 27 - 59 bln.

    [~DETAIL_TEXT] => 

Focus on Domestic Handling

The energy strategy of Russia for the period up to 2020 envisages a further development of oil and gas complex transport infrastructure. It will assist in the fulfillment of the following tasks: firstly, it can help the timely formation of transport systems in new oil production regions; secondly, it will diversify suppliers to domestic and foreign markets in terms of directions, modes of delivery and routes; thirdly, it can increase the efficiency of gas export, as well as of oil and products. Moreover, it is planned to regulate energy recourses manufacturers access to pipe line systems; to support projects directed to the launch of energy transport infrastructure on the basis of the public-private partnership.

According to the forecasts of the RF Ministry of Industry and Energy, by 2015 oil production volume in Russia will amount to 509-542 mln tons against 472 mln tons in 2005. The major increase in production will be reached at the expense of new oil and gas resources development in Siberia and Russian Far East. Oil production in this region is expected to boost up to 74 mln tons (it is planned to reach the volume of 23 mln tons in 2006) due to putting into operation of such large deposits as Vankorskoye, Yurubcheno-Tohomskoye, Kuyumbinskoye, Verhnechonskoye, and Talakanskoye, with Sakhalin-1,2 acquiring its designed capacities. At the same time, the development of Timano-Pechorskaya oil and gas province will continue, as well as the Arctic seas shelf, which will result in an increase of 63% (+16 mln tons) of production.

Speaking of oil export, experts foresee volumes of 272-300 mln tons by 2015 against 253 mln tons produced last year. Export growth is to be achieved due to an increase in oil supplies to foreign countries, while oil export to neighboring countries will not change significantly.

Domestic market also awaits growth of handling volumes at 225-230 mln tons (against 207 mln tons produced in 2005). Petrol volumes will increase at 1.2 – 1.3 times, diesel fuel at 17 times (+23%). Light oil production will increase from 57.2% in 2005 to 62 – 64.5% by 2015, with a significant improvement of their technical parameters. This conclusion was made by the Ministry experts after they analyzed the plans of the Russian oil companies on reconstruction and technical re-equipment of oil-refineries. At the same time, oil products export will become stable at the background of domestic consumption growth.

Judging Russia’s place on the world oil market objectively, we can see the following situation. Considering the growth rates awaiting this market, as well as Russia’s Energy strategy planning to diversify export supplies and increase transit insignificantly (from 24 mln tons to 29 mln tons), it is planned to keep the oil supplies volumes to the European market at the level of 235 mln tons and increase oil supplies to the countries of Asian-Pacific regions and the USA up to 80 mln tons and 12 mln tons respectively, which will allow to enlarge the Russian export oil share in terms of final consumption volumes by over 20% in Europe, by over 5% in China and by 1.0% in the US.

It is quite clear that the traditional pipe transport will receive the basic load that, in its turn, will require the ability to transport the growing oil and products volumes, as well as respective infrastructure development.



Set Towards East

Nowadays pipe transport system operates about 350 thousand kilometers of pipelines destined for technological procedures (oil collecting, water supply, oil transportation), about 2.5 thousand kilometers of main pipe-lines controlled by oil companies (foreign companies included: pipelines of Usa-Ukhta, Sakhalin – De-Castri, Caspian Pipeline Consortium), and about 50 thousand kilometers of pipelines belonging to ОАО АК Transneft, who implements oil export supplies and access to pipeline capacities controlled by the state. Moreover, the system operates 355 oil pumping stations, 861 oil-tanks with aggregate capacity amounted to 14 mln cubic meters. The companies’ pipelines go via 65 regions of the country, recently their length has increased by two thousand kilometers. The implementation of some large-scaled projects assisted in it. Moreover that allowed them to become independent on transit going via neighboring countries and create new export directions. 

In particular, recently Sukhodolnaya-Rodionovskya pipeline of 33 mln tons capacity has been constructed; the capacity of the Baltic pipeline system was increased from 12 mln tons to 65 mln tons per year in 2001. It resulted in the main lines capacity increase by 16 mln tons (2003 – 2005), and considering work implemented in 2006, by 23 mln tons. Work on further capacities enhancement is carried on. According to the Energy strategy of the country, the Eastern Siberia – Pacific Ocean (ESPO) pipeline system construction started, also the design of Haryaga – Indiga pipeline is being implemented. 

According to the Ministry of Industry and Energy of Russia, these two projects implementation will make it possible to provide conditions for hydrocarbon deposits development in Eastern Siberia and Timano-Pechory and also to enhance ОАО АК Transneft capacities to supply oil abroad (mainly to the countries of Asian-Pacific ocean). At the same time, new export directions and conditions for export diversification will be created and, what is more important, the process of oil transportation to foreign markets will be less dependent on the ports of neighboring countries. 

It should be noted that ESPO project implementation will allow to increase oil pipe transportation eastwards from zero to 11.6–26% and, taking into consideration the «North» project (Haryaga-Indiga), to boost the oil export share bypassing neighboring ports up to 95%.

Recently the deficit of oil main pipelines capacities was liquidated. Currently the capacity proficit of ОАО АК Transneft amounts to 7 mln tons of oil per year, while the average load of oil pipes makes only 92%. However, capacities deficit can be observed on certain most efficient directions of oil transportation.

In general, the implementation of the above-mentioned projects will result in pipe transport capacity expanding at 1.5 times. Wherein the probable proficit of capacities is estimated at 34–60 mln tons (13-19%), which will allow, first of all, to diversify export and, consequently, to increase its efficiency. At the same time, the tariff policy held makes it possible to support the current ОАО АК Transneft activities and keep tariffs at the level not lower than that of neighboring countries. 



Gas to Warm Europe

The key priority of the Energy strategy is keeping unified gas system and its development at the expense of new objects construction (including those built on the basis of share holding). 

By 2015, the growth in gas production is estimated at 742-754 bln cubic meters (against 638 bln cubic meters made in 2005). The major increase of gas production is forecasted in North-Western region due to Shtokmann gasfield development (by 38 bln cubic meters), as well as in Eastern Siberia (by 33 bln cubic meters), considering the development of deposits in Irkutsk region, including the unique Kovуktinskoye deposit. In the Far East Sakhalin-1.2 are to reach their projected capacities and Sakhalin-3 is to be launched which will result in gas production in the region boosting by 42 bln cubic meters. 

Domestic consumption is to reach 470 bln cubic meters in 2010 (against 442 bln cubic meters in 2005) and 490 bln cubic meters in 2015. Forecasted gas export volumes by 2015 may amount to 274-281 bln cubic meters (against 207 bln cubic meters in 2005). Taking into consideration the tendencies of the world gas market, Russia’s potential place in the structure of the Russian gas export can change. This will also result in the development of the Eastern part of Russia (Sakhalin-1,2) and Shtokmann gasfield. The share of liquefied natural gas supplied to the markets of the Asian-Pacific region and Eastern coast of the US will reach 61 bln cubic meters (22% of aggregate export volume), and on the Western route to China («Altai» project gas will be supplied) will reach the volume of 30 bln cubic meters (11%). At the same time, the growth of gas supplies to Europe will continue from 154 to 173 bln cubic meters. However, the share will drop from 12% to 62% under conditions of diversification of the routes via North – European Gas pipeline and elongation of «Blue stream» up to the countries of Central Europe and Southern Italian regions. Speaking of the Russian gas supplies to the former USSR republics, they will be gradually substituted by supplies of Central-Middle Asian gas, which has resulted in a drop of the Russian gas export to this region by 37 bln cubic meters with a 20% (up to 6%) share drop in aggregate export volume.

Nowadays the Unified System of Gas Supply of Russia (USGS) represents an example of powerful unique industrial complex. Its infrastructure includes 155 thousand kilometers of main gas pipelines; 6.1 thousand kilometers of condensated products pipelines; 264 compressor stations of 44.8 mln kilowatt capacity; 24 objects for underground gas storage. Gas transport system takes about 85% of basic production funds of ОАО Gazprom; more than a half of its length is formed by gas pipelines of big diameter (1 220 and 1 420 mm). 

The average distance of gas transportation to reach the Russian customer makes about 2400 kilometers and the one to a foreign customer – about 3400 kilometers. Gas transportation distance from gasfields of the Northern regions of Tumen to the farthest destinations of import-countries, such as France and Italy, amounts to 5 thousand kilometers. The investment programme developed by ОАО Gazprom envisages procedures on removing any bottle-necks in the pipelines of USGS.

One of the most significant projects is the construction of the North-European gas pipeline (length of 1200 kilometers, diameter – 1220 mm, working pressure – 210 psi, project capacity – 27.5 bln cubic meters at the first stage and 55 bln cubic meters when developed). To join the North-European Gas Pipeline with USGS new Gryazovets – Vyborg gas pipeline, construction has been launched that will also allow to satisfy the gas needs of Saint-Petersburg and Leningrad region. Particular attention during this project implementation will be paid to the ecological aspects of this pipeline being laid down on the sea-bed of the Baltic Sea. 

Moreover, ОАО Gazprom is working out the General Scheme of development and location of the gas industry up to 2020. 

The programme of the unified system of gas production launch, transportation and supply in Eastern Siberia and the Far East is to be completed, considering opportunities of probable export to Chinese markets, as well as other countries of Asian-Pacific region. According to preliminary data, depending on the options considered aggregate capital investment into the geological survey, development, production, helium storage and gas transportation via the Russian territory is estimated at USD 27 - 59 bln.

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    [DETAIL_TEXT] => 

Focus on Domestic Handling

The energy strategy of Russia for the period up to 2020 envisages a further development of oil and gas complex transport infrastructure. It will assist in the fulfillment of the following tasks: firstly, it can help the timely formation of transport systems in new oil production regions; secondly, it will diversify suppliers to domestic and foreign markets in terms of directions, modes of delivery and routes; thirdly, it can increase the efficiency of gas export, as well as of oil and products. Moreover, it is planned to regulate energy recourses manufacturers access to pipe line systems; to support projects directed to the launch of energy transport infrastructure on the basis of the public-private partnership.

According to the forecasts of the RF Ministry of Industry and Energy, by 2015 oil production volume in Russia will amount to 509-542 mln tons against 472 mln tons in 2005. The major increase in production will be reached at the expense of new oil and gas resources development in Siberia and Russian Far East. Oil production in this region is expected to boost up to 74 mln tons (it is planned to reach the volume of 23 mln tons in 2006) due to putting into operation of such large deposits as Vankorskoye, Yurubcheno-Tohomskoye, Kuyumbinskoye, Verhnechonskoye, and Talakanskoye, with Sakhalin-1,2 acquiring its designed capacities. At the same time, the development of Timano-Pechorskaya oil and gas province will continue, as well as the Arctic seas shelf, which will result in an increase of 63% (+16 mln tons) of production.

Speaking of oil export, experts foresee volumes of 272-300 mln tons by 2015 against 253 mln tons produced last year. Export growth is to be achieved due to an increase in oil supplies to foreign countries, while oil export to neighboring countries will not change significantly.

Domestic market also awaits growth of handling volumes at 225-230 mln tons (against 207 mln tons produced in 2005). Petrol volumes will increase at 1.2 – 1.3 times, diesel fuel at 17 times (+23%). Light oil production will increase from 57.2% in 2005 to 62 – 64.5% by 2015, with a significant improvement of their technical parameters. This conclusion was made by the Ministry experts after they analyzed the plans of the Russian oil companies on reconstruction and technical re-equipment of oil-refineries. At the same time, oil products export will become stable at the background of domestic consumption growth.

Judging Russia’s place on the world oil market objectively, we can see the following situation. Considering the growth rates awaiting this market, as well as Russia’s Energy strategy planning to diversify export supplies and increase transit insignificantly (from 24 mln tons to 29 mln tons), it is planned to keep the oil supplies volumes to the European market at the level of 235 mln tons and increase oil supplies to the countries of Asian-Pacific regions and the USA up to 80 mln tons and 12 mln tons respectively, which will allow to enlarge the Russian export oil share in terms of final consumption volumes by over 20% in Europe, by over 5% in China and by 1.0% in the US.

It is quite clear that the traditional pipe transport will receive the basic load that, in its turn, will require the ability to transport the growing oil and products volumes, as well as respective infrastructure development.



Set Towards East

Nowadays pipe transport system operates about 350 thousand kilometers of pipelines destined for technological procedures (oil collecting, water supply, oil transportation), about 2.5 thousand kilometers of main pipe-lines controlled by oil companies (foreign companies included: pipelines of Usa-Ukhta, Sakhalin – De-Castri, Caspian Pipeline Consortium), and about 50 thousand kilometers of pipelines belonging to ОАО АК Transneft, who implements oil export supplies and access to pipeline capacities controlled by the state. Moreover, the system operates 355 oil pumping stations, 861 oil-tanks with aggregate capacity amounted to 14 mln cubic meters. The companies’ pipelines go via 65 regions of the country, recently their length has increased by two thousand kilometers. The implementation of some large-scaled projects assisted in it. Moreover that allowed them to become independent on transit going via neighboring countries and create new export directions. 

In particular, recently Sukhodolnaya-Rodionovskya pipeline of 33 mln tons capacity has been constructed; the capacity of the Baltic pipeline system was increased from 12 mln tons to 65 mln tons per year in 2001. It resulted in the main lines capacity increase by 16 mln tons (2003 – 2005), and considering work implemented in 2006, by 23 mln tons. Work on further capacities enhancement is carried on. According to the Energy strategy of the country, the Eastern Siberia – Pacific Ocean (ESPO) pipeline system construction started, also the design of Haryaga – Indiga pipeline is being implemented. 

According to the Ministry of Industry and Energy of Russia, these two projects implementation will make it possible to provide conditions for hydrocarbon deposits development in Eastern Siberia and Timano-Pechory and also to enhance ОАО АК Transneft capacities to supply oil abroad (mainly to the countries of Asian-Pacific ocean). At the same time, new export directions and conditions for export diversification will be created and, what is more important, the process of oil transportation to foreign markets will be less dependent on the ports of neighboring countries. 

It should be noted that ESPO project implementation will allow to increase oil pipe transportation eastwards from zero to 11.6–26% and, taking into consideration the «North» project (Haryaga-Indiga), to boost the oil export share bypassing neighboring ports up to 95%.

Recently the deficit of oil main pipelines capacities was liquidated. Currently the capacity proficit of ОАО АК Transneft amounts to 7 mln tons of oil per year, while the average load of oil pipes makes only 92%. However, capacities deficit can be observed on certain most efficient directions of oil transportation.

In general, the implementation of the above-mentioned projects will result in pipe transport capacity expanding at 1.5 times. Wherein the probable proficit of capacities is estimated at 34–60 mln tons (13-19%), which will allow, first of all, to diversify export and, consequently, to increase its efficiency. At the same time, the tariff policy held makes it possible to support the current ОАО АК Transneft activities and keep tariffs at the level not lower than that of neighboring countries. 



Gas to Warm Europe

The key priority of the Energy strategy is keeping unified gas system and its development at the expense of new objects construction (including those built on the basis of share holding). 

By 2015, the growth in gas production is estimated at 742-754 bln cubic meters (against 638 bln cubic meters made in 2005). The major increase of gas production is forecasted in North-Western region due to Shtokmann gasfield development (by 38 bln cubic meters), as well as in Eastern Siberia (by 33 bln cubic meters), considering the development of deposits in Irkutsk region, including the unique Kovуktinskoye deposit. In the Far East Sakhalin-1.2 are to reach their projected capacities and Sakhalin-3 is to be launched which will result in gas production in the region boosting by 42 bln cubic meters. 

Domestic consumption is to reach 470 bln cubic meters in 2010 (against 442 bln cubic meters in 2005) and 490 bln cubic meters in 2015. Forecasted gas export volumes by 2015 may amount to 274-281 bln cubic meters (against 207 bln cubic meters in 2005). Taking into consideration the tendencies of the world gas market, Russia’s potential place in the structure of the Russian gas export can change. This will also result in the development of the Eastern part of Russia (Sakhalin-1,2) and Shtokmann gasfield. The share of liquefied natural gas supplied to the markets of the Asian-Pacific region and Eastern coast of the US will reach 61 bln cubic meters (22% of aggregate export volume), and on the Western route to China («Altai» project gas will be supplied) will reach the volume of 30 bln cubic meters (11%). At the same time, the growth of gas supplies to Europe will continue from 154 to 173 bln cubic meters. However, the share will drop from 12% to 62% under conditions of diversification of the routes via North – European Gas pipeline and elongation of «Blue stream» up to the countries of Central Europe and Southern Italian regions. Speaking of the Russian gas supplies to the former USSR republics, they will be gradually substituted by supplies of Central-Middle Asian gas, which has resulted in a drop of the Russian gas export to this region by 37 bln cubic meters with a 20% (up to 6%) share drop in aggregate export volume.

Nowadays the Unified System of Gas Supply of Russia (USGS) represents an example of powerful unique industrial complex. Its infrastructure includes 155 thousand kilometers of main gas pipelines; 6.1 thousand kilometers of condensated products pipelines; 264 compressor stations of 44.8 mln kilowatt capacity; 24 objects for underground gas storage. Gas transport system takes about 85% of basic production funds of ОАО Gazprom; more than a half of its length is formed by gas pipelines of big diameter (1 220 and 1 420 mm). 

The average distance of gas transportation to reach the Russian customer makes about 2400 kilometers and the one to a foreign customer – about 3400 kilometers. Gas transportation distance from gasfields of the Northern regions of Tumen to the farthest destinations of import-countries, such as France and Italy, amounts to 5 thousand kilometers. The investment programme developed by ОАО Gazprom envisages procedures on removing any bottle-necks in the pipelines of USGS.

One of the most significant projects is the construction of the North-European gas pipeline (length of 1200 kilometers, diameter – 1220 mm, working pressure – 210 psi, project capacity – 27.5 bln cubic meters at the first stage and 55 bln cubic meters when developed). To join the North-European Gas Pipeline with USGS new Gryazovets – Vyborg gas pipeline, construction has been launched that will also allow to satisfy the gas needs of Saint-Petersburg and Leningrad region. Particular attention during this project implementation will be paid to the ecological aspects of this pipeline being laid down on the sea-bed of the Baltic Sea. 

Moreover, ОАО Gazprom is working out the General Scheme of development and location of the gas industry up to 2020. 

The programme of the unified system of gas production launch, transportation and supply in Eastern Siberia and the Far East is to be completed, considering opportunities of probable export to Chinese markets, as well as other countries of Asian-Pacific region. According to preliminary data, depending on the options considered aggregate capital investment into the geological survey, development, production, helium storage and gas transportation via the Russian territory is estimated at USD 27 - 59 bln.

    [~DETAIL_TEXT] => 

Focus on Domestic Handling

The energy strategy of Russia for the period up to 2020 envisages a further development of oil and gas complex transport infrastructure. It will assist in the fulfillment of the following tasks: firstly, it can help the timely formation of transport systems in new oil production regions; secondly, it will diversify suppliers to domestic and foreign markets in terms of directions, modes of delivery and routes; thirdly, it can increase the efficiency of gas export, as well as of oil and products. Moreover, it is planned to regulate energy recourses manufacturers access to pipe line systems; to support projects directed to the launch of energy transport infrastructure on the basis of the public-private partnership.

According to the forecasts of the RF Ministry of Industry and Energy, by 2015 oil production volume in Russia will amount to 509-542 mln tons against 472 mln tons in 2005. The major increase in production will be reached at the expense of new oil and gas resources development in Siberia and Russian Far East. Oil production in this region is expected to boost up to 74 mln tons (it is planned to reach the volume of 23 mln tons in 2006) due to putting into operation of such large deposits as Vankorskoye, Yurubcheno-Tohomskoye, Kuyumbinskoye, Verhnechonskoye, and Talakanskoye, with Sakhalin-1,2 acquiring its designed capacities. At the same time, the development of Timano-Pechorskaya oil and gas province will continue, as well as the Arctic seas shelf, which will result in an increase of 63% (+16 mln tons) of production.

Speaking of oil export, experts foresee volumes of 272-300 mln tons by 2015 against 253 mln tons produced last year. Export growth is to be achieved due to an increase in oil supplies to foreign countries, while oil export to neighboring countries will not change significantly.

Domestic market also awaits growth of handling volumes at 225-230 mln tons (against 207 mln tons produced in 2005). Petrol volumes will increase at 1.2 – 1.3 times, diesel fuel at 17 times (+23%). Light oil production will increase from 57.2% in 2005 to 62 – 64.5% by 2015, with a significant improvement of their technical parameters. This conclusion was made by the Ministry experts after they analyzed the plans of the Russian oil companies on reconstruction and technical re-equipment of oil-refineries. At the same time, oil products export will become stable at the background of domestic consumption growth.

Judging Russia’s place on the world oil market objectively, we can see the following situation. Considering the growth rates awaiting this market, as well as Russia’s Energy strategy planning to diversify export supplies and increase transit insignificantly (from 24 mln tons to 29 mln tons), it is planned to keep the oil supplies volumes to the European market at the level of 235 mln tons and increase oil supplies to the countries of Asian-Pacific regions and the USA up to 80 mln tons and 12 mln tons respectively, which will allow to enlarge the Russian export oil share in terms of final consumption volumes by over 20% in Europe, by over 5% in China and by 1.0% in the US.

It is quite clear that the traditional pipe transport will receive the basic load that, in its turn, will require the ability to transport the growing oil and products volumes, as well as respective infrastructure development.



Set Towards East

Nowadays pipe transport system operates about 350 thousand kilometers of pipelines destined for technological procedures (oil collecting, water supply, oil transportation), about 2.5 thousand kilometers of main pipe-lines controlled by oil companies (foreign companies included: pipelines of Usa-Ukhta, Sakhalin – De-Castri, Caspian Pipeline Consortium), and about 50 thousand kilometers of pipelines belonging to ОАО АК Transneft, who implements oil export supplies and access to pipeline capacities controlled by the state. Moreover, the system operates 355 oil pumping stations, 861 oil-tanks with aggregate capacity amounted to 14 mln cubic meters. The companies’ pipelines go via 65 regions of the country, recently their length has increased by two thousand kilometers. The implementation of some large-scaled projects assisted in it. Moreover that allowed them to become independent on transit going via neighboring countries and create new export directions. 

In particular, recently Sukhodolnaya-Rodionovskya pipeline of 33 mln tons capacity has been constructed; the capacity of the Baltic pipeline system was increased from 12 mln tons to 65 mln tons per year in 2001. It resulted in the main lines capacity increase by 16 mln tons (2003 – 2005), and considering work implemented in 2006, by 23 mln tons. Work on further capacities enhancement is carried on. According to the Energy strategy of the country, the Eastern Siberia – Pacific Ocean (ESPO) pipeline system construction started, also the design of Haryaga – Indiga pipeline is being implemented. 

According to the Ministry of Industry and Energy of Russia, these two projects implementation will make it possible to provide conditions for hydrocarbon deposits development in Eastern Siberia and Timano-Pechory and also to enhance ОАО АК Transneft capacities to supply oil abroad (mainly to the countries of Asian-Pacific ocean). At the same time, new export directions and conditions for export diversification will be created and, what is more important, the process of oil transportation to foreign markets will be less dependent on the ports of neighboring countries. 

It should be noted that ESPO project implementation will allow to increase oil pipe transportation eastwards from zero to 11.6–26% and, taking into consideration the «North» project (Haryaga-Indiga), to boost the oil export share bypassing neighboring ports up to 95%.

Recently the deficit of oil main pipelines capacities was liquidated. Currently the capacity proficit of ОАО АК Transneft amounts to 7 mln tons of oil per year, while the average load of oil pipes makes only 92%. However, capacities deficit can be observed on certain most efficient directions of oil transportation.

In general, the implementation of the above-mentioned projects will result in pipe transport capacity expanding at 1.5 times. Wherein the probable proficit of capacities is estimated at 34–60 mln tons (13-19%), which will allow, first of all, to diversify export and, consequently, to increase its efficiency. At the same time, the tariff policy held makes it possible to support the current ОАО АК Transneft activities and keep tariffs at the level not lower than that of neighboring countries. 



Gas to Warm Europe

The key priority of the Energy strategy is keeping unified gas system and its development at the expense of new objects construction (including those built on the basis of share holding). 

By 2015, the growth in gas production is estimated at 742-754 bln cubic meters (against 638 bln cubic meters made in 2005). The major increase of gas production is forecasted in North-Western region due to Shtokmann gasfield development (by 38 bln cubic meters), as well as in Eastern Siberia (by 33 bln cubic meters), considering the development of deposits in Irkutsk region, including the unique Kovуktinskoye deposit. In the Far East Sakhalin-1.2 are to reach their projected capacities and Sakhalin-3 is to be launched which will result in gas production in the region boosting by 42 bln cubic meters. 

Domestic consumption is to reach 470 bln cubic meters in 2010 (against 442 bln cubic meters in 2005) and 490 bln cubic meters in 2015. Forecasted gas export volumes by 2015 may amount to 274-281 bln cubic meters (against 207 bln cubic meters in 2005). Taking into consideration the tendencies of the world gas market, Russia’s potential place in the structure of the Russian gas export can change. This will also result in the development of the Eastern part of Russia (Sakhalin-1,2) and Shtokmann gasfield. The share of liquefied natural gas supplied to the markets of the Asian-Pacific region and Eastern coast of the US will reach 61 bln cubic meters (22% of aggregate export volume), and on the Western route to China («Altai» project gas will be supplied) will reach the volume of 30 bln cubic meters (11%). At the same time, the growth of gas supplies to Europe will continue from 154 to 173 bln cubic meters. However, the share will drop from 12% to 62% under conditions of diversification of the routes via North – European Gas pipeline and elongation of «Blue stream» up to the countries of Central Europe and Southern Italian regions. Speaking of the Russian gas supplies to the former USSR republics, they will be gradually substituted by supplies of Central-Middle Asian gas, which has resulted in a drop of the Russian gas export to this region by 37 bln cubic meters with a 20% (up to 6%) share drop in aggregate export volume.

Nowadays the Unified System of Gas Supply of Russia (USGS) represents an example of powerful unique industrial complex. Its infrastructure includes 155 thousand kilometers of main gas pipelines; 6.1 thousand kilometers of condensated products pipelines; 264 compressor stations of 44.8 mln kilowatt capacity; 24 objects for underground gas storage. Gas transport system takes about 85% of basic production funds of ОАО Gazprom; more than a half of its length is formed by gas pipelines of big diameter (1 220 and 1 420 mm). 

The average distance of gas transportation to reach the Russian customer makes about 2400 kilometers and the one to a foreign customer – about 3400 kilometers. Gas transportation distance from gasfields of the Northern regions of Tumen to the farthest destinations of import-countries, such as France and Italy, amounts to 5 thousand kilometers. The investment programme developed by ОАО Gazprom envisages procedures on removing any bottle-necks in the pipelines of USGS.

One of the most significant projects is the construction of the North-European gas pipeline (length of 1200 kilometers, diameter – 1220 mm, working pressure – 210 psi, project capacity – 27.5 bln cubic meters at the first stage and 55 bln cubic meters when developed). To join the North-European Gas Pipeline with USGS new Gryazovets – Vyborg gas pipeline, construction has been launched that will also allow to satisfy the gas needs of Saint-Petersburg and Leningrad region. Particular attention during this project implementation will be paid to the ecological aspects of this pipeline being laid down on the sea-bed of the Baltic Sea. 

Moreover, ОАО Gazprom is working out the General Scheme of development and location of the gas industry up to 2020. 

The programme of the unified system of gas production launch, transportation and supply in Eastern Siberia and the Far East is to be completed, considering opportunities of probable export to Chinese markets, as well as other countries of Asian-Pacific region. According to preliminary data, depending on the options considered aggregate capital investment into the geological survey, development, production, helium storage and gas transportation via the Russian territory is estimated at USD 27 - 59 bln.

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New projects

Besides measures taken to optimize the technological process and create attractive tariff terms, OAO RZD pays attention to infrastructure development in the areas where pipeline network is underdeveloped or not constructed at all. Such projects are carried out in cooperation with private companies, and practically at their expense. Examples of such projects are construction of a rail oil terminal at the Privodino station of the Severnaya Railway (the Northern Railway) to export oil bulk via the sea commercial port of Arkhangelsk, construction of the distribution terminal for oil products transshipment in the port of Vysotsk and development of railway infrastructure there in cooperation with OAO Lukoil.

However, the main focus and serious resources of OAO RZD are nowadays directed at fulfilling the Russian Federation’s obligations of oil delivery to China. That is why the activities of the rail company are obvious on the Eastern direction. The 2005-2008 Treaty of Peaceful Neighbouring, Friendship and Cooperation between the two countries envisages an increase of crude oil transportation to China by railway to 15 mln tons in 2006. Later the deliveries are still to grow. To provide the most efficient scheme of the set target realization, experts of OAO RZD held a system analysis of opportunities and advantages of the railway oil export via the border crossings of the Zabaikalye and the Far Eastern ports. The results of the analysis showed that railway transport can carry 30-40 mln tons of oil annually. In particular, up to 25 mln tons can be transported along the Transsib to China, and 10-15 mln tons can be carried along the Baikalo-Amurskaya Railway (BAM) from the oil fields in the Eastern Siberia to the Far Eastern ports.

To realize the potential and fulfill the decisions of the Government to increase export oil transportation by rail to China, OAO RZD has developed a project of complex reconstruction of the Karymskaya-Zabaikalsk sector with the total investments volume of over RUR 40 bln. In 2004-2006, the company has invested from its own resources over RUR 10 bln to reconstruct the sector, and over RUR 1 bln to reconstruct and develop the border stations Zabaikalsk and Naushki. So, by the beginning of 2006, the railway infrastructure was ready for transportation of not less than 15 mln tons per annum. 



To attract private investment

Simultaneously, OAO RZD took another strategic step to load its existing capacities. To liquidate the lack of pipeline capacities for oil bulk transshipment to the railway transport, the oil loading station of Uyar at the Krasnoyarskaya railway (the Krasnoyarsk railway) was reconstructed, and its annual capacity increased to 9 mln tons. In Q2 of 2006, oil transportation from the Uyar station to the Komsomolsk refinery was launched. Moreover, the tariffs were comparable with the ones used for existing routes, thus, no extra charge in order to speed up investment payback was not imposed. 

The top-managers of OAO RZD believe that the event is important not only for the company, but for the whole country. Nowadays, the oil from Uyar is carried by the second largest main line in Russia – the Baikalo-Amurskaya Railway – to the refineries in the Eastern regions of the Russian Federation. Thus, due to the launch of the terminal, the problem of the Baikalo-Amurskaya Railway loading was partly solved.

However, the main target is to unload the capacities of the overloaded stations of Zui and Sukhovskaya, which are he closest to the Russian-Chinese border stations, where oil is handled from a pipe to a tank wagon (the Vostochno-Sibirskaya railway (Eastern-Siberian railway). It is interesting that it took the railmen only 10 months to launch the terminal, while the standard terms for projects of such scale is 2.5 years. The total cost of the reconstruction together with the point of wagons preparation amounted to RUR 1.69 bln.

It should be mentioned that OAO RZD did not invest its own funds into the project. The general customer and investor was OOO Energoaktiv (incorporated into the ESN group of companies). Although it was the first time when the Krasnoyarskaya railway (the Krasnoyarsk railway) was the general contractor, judging by the very short period during which the terminal was constructed, it was a success.

The design capacity of the station is over 10 mln tons of oil annually. Four-five trains will be formed and dispatched there daily (each train consists of 72 tank-wagons). The terminal is equipped with eight tanks: the capacity of the four is five thousand tons of oil, and that of the rest is 20 thousand tons.

So, the strategic target of oil flows diversification was reached, and OAO RZD evaluates the economic effect from putting the terminal into operation very highly. The volume of loading at the Krasnoyarskaya railway (the Krasnoyarsk railway) is expected to increase by 14.4% by 2007, and the throughput is to increase by 2.5 bln t/km, 3.5% up in comparison with 2004. Additional revenues will exceed RUR 15 bln.

Speaking at the 3rd economic forum in Krasnoyarsk, First Vice-President of OAO RZD Vadim Morozov named the Uyar project the brightest example of OAO Russian Railways cooperation with partners – Rosneft and ESN companies. «The private capital was invested into a profitable project, which has been carried out to perfection. A modern and environment-friendly terminal with all the necessary equipment has been built. Meanwhile, the business worked not for itself only, but for the state as well. Russia obtained an opportunity to deliver additional volumes of «black gold» to China. We are ready to participate in other projects similar to this one.»

The terminal was put into operation on June 1, 2006: it is planned to load about 4 mln tons of oil there till the end of the year. In addition, OAO RZD has developed measures of additional tariff stimulation of freight transportation to China via the Zabaikalsk border crossing, which enables to fulfill the Russian companies’ obligations for crude oil export to China.



To make Far East closer

At the same time, OAO RZD is concerned that currently there is no data about the balance of oil bulk of Russian oil and gas companies which can dispatch crude oil to the East in the future. Being a member of the Interdepartmental Working Group for legalization of the project of Eastern Siberia – the Pacific Ocean pipeline construction, OAO RZD has several times applied to bodies in charge to obtain such data. Nowadays there is no official information about the volume, balance and resources of crude oil for transportation to the enterprises in the Far Eastern Federal Region, China and the states of Asian-Pacific region for each transport mode. Taking into consideration the scaled volume of the investments made (and the future ones), in such a situation OAO RZD cannot form a long-term prospect for energy cargoes transportation and coordinate it with respective plans of infrastructure development.

On the one hand, OAO RZD does not consider railway transport to be a competitor to pipelines in organization of large volumes of oil transportation. Meanwhile, based on the use of the existing infrastructure, OAO Russian Railways are ready to fulfill a part of oil companies’ demands for freight transportation in the Far Eastern region. Simultaneously, it can create necessary conditions for social and economic development of the region. According to some evaluations, the potential investments into the development of the regional transport infrastructure will amount to RUR 230-250 bln by 2010.

OAO RZD believes it necessary to work out a complex balanced approach to the schemes of oil transportation from Western and Eastern Siberia to China and the Far East. To protect the interests of the railway transport, it is necessary that at least 12-15 mln tons of crude oil was exported to China via the stations of Zabaikalsk and Naushki annually till 2010-2012. During this period, OAO RZD will get the payback from the capital investments, and provide step-by-step compensation of oil by other cargoes. Finally, OAO RZD offers private companies to cooperate, because some projects will hardly be carried out without the help of the state, investment fund, and business.



TATYANA  TOKAREVA
    [~DETAIL_TEXT] => 

New projects

Besides measures taken to optimize the technological process and create attractive tariff terms, OAO RZD pays attention to infrastructure development in the areas where pipeline network is underdeveloped or not constructed at all. Such projects are carried out in cooperation with private companies, and practically at their expense. Examples of such projects are construction of a rail oil terminal at the Privodino station of the Severnaya Railway (the Northern Railway) to export oil bulk via the sea commercial port of Arkhangelsk, construction of the distribution terminal for oil products transshipment in the port of Vysotsk and development of railway infrastructure there in cooperation with OAO Lukoil.

However, the main focus and serious resources of OAO RZD are nowadays directed at fulfilling the Russian Federation’s obligations of oil delivery to China. That is why the activities of the rail company are obvious on the Eastern direction. The 2005-2008 Treaty of Peaceful Neighbouring, Friendship and Cooperation between the two countries envisages an increase of crude oil transportation to China by railway to 15 mln tons in 2006. Later the deliveries are still to grow. To provide the most efficient scheme of the set target realization, experts of OAO RZD held a system analysis of opportunities and advantages of the railway oil export via the border crossings of the Zabaikalye and the Far Eastern ports. The results of the analysis showed that railway transport can carry 30-40 mln tons of oil annually. In particular, up to 25 mln tons can be transported along the Transsib to China, and 10-15 mln tons can be carried along the Baikalo-Amurskaya Railway (BAM) from the oil fields in the Eastern Siberia to the Far Eastern ports.

To realize the potential and fulfill the decisions of the Government to increase export oil transportation by rail to China, OAO RZD has developed a project of complex reconstruction of the Karymskaya-Zabaikalsk sector with the total investments volume of over RUR 40 bln. In 2004-2006, the company has invested from its own resources over RUR 10 bln to reconstruct the sector, and over RUR 1 bln to reconstruct and develop the border stations Zabaikalsk and Naushki. So, by the beginning of 2006, the railway infrastructure was ready for transportation of not less than 15 mln tons per annum. 



To attract private investment

Simultaneously, OAO RZD took another strategic step to load its existing capacities. To liquidate the lack of pipeline capacities for oil bulk transshipment to the railway transport, the oil loading station of Uyar at the Krasnoyarskaya railway (the Krasnoyarsk railway) was reconstructed, and its annual capacity increased to 9 mln tons. In Q2 of 2006, oil transportation from the Uyar station to the Komsomolsk refinery was launched. Moreover, the tariffs were comparable with the ones used for existing routes, thus, no extra charge in order to speed up investment payback was not imposed. 

The top-managers of OAO RZD believe that the event is important not only for the company, but for the whole country. Nowadays, the oil from Uyar is carried by the second largest main line in Russia – the Baikalo-Amurskaya Railway – to the refineries in the Eastern regions of the Russian Federation. Thus, due to the launch of the terminal, the problem of the Baikalo-Amurskaya Railway loading was partly solved.

However, the main target is to unload the capacities of the overloaded stations of Zui and Sukhovskaya, which are he closest to the Russian-Chinese border stations, where oil is handled from a pipe to a tank wagon (the Vostochno-Sibirskaya railway (Eastern-Siberian railway). It is interesting that it took the railmen only 10 months to launch the terminal, while the standard terms for projects of such scale is 2.5 years. The total cost of the reconstruction together with the point of wagons preparation amounted to RUR 1.69 bln.

It should be mentioned that OAO RZD did not invest its own funds into the project. The general customer and investor was OOO Energoaktiv (incorporated into the ESN group of companies). Although it was the first time when the Krasnoyarskaya railway (the Krasnoyarsk railway) was the general contractor, judging by the very short period during which the terminal was constructed, it was a success.

The design capacity of the station is over 10 mln tons of oil annually. Four-five trains will be formed and dispatched there daily (each train consists of 72 tank-wagons). The terminal is equipped with eight tanks: the capacity of the four is five thousand tons of oil, and that of the rest is 20 thousand tons.

So, the strategic target of oil flows diversification was reached, and OAO RZD evaluates the economic effect from putting the terminal into operation very highly. The volume of loading at the Krasnoyarskaya railway (the Krasnoyarsk railway) is expected to increase by 14.4% by 2007, and the throughput is to increase by 2.5 bln t/km, 3.5% up in comparison with 2004. Additional revenues will exceed RUR 15 bln.

Speaking at the 3rd economic forum in Krasnoyarsk, First Vice-President of OAO RZD Vadim Morozov named the Uyar project the brightest example of OAO Russian Railways cooperation with partners – Rosneft and ESN companies. «The private capital was invested into a profitable project, which has been carried out to perfection. A modern and environment-friendly terminal with all the necessary equipment has been built. Meanwhile, the business worked not for itself only, but for the state as well. Russia obtained an opportunity to deliver additional volumes of «black gold» to China. We are ready to participate in other projects similar to this one.»

The terminal was put into operation on June 1, 2006: it is planned to load about 4 mln tons of oil there till the end of the year. In addition, OAO RZD has developed measures of additional tariff stimulation of freight transportation to China via the Zabaikalsk border crossing, which enables to fulfill the Russian companies’ obligations for crude oil export to China.



To make Far East closer

At the same time, OAO RZD is concerned that currently there is no data about the balance of oil bulk of Russian oil and gas companies which can dispatch crude oil to the East in the future. Being a member of the Interdepartmental Working Group for legalization of the project of Eastern Siberia – the Pacific Ocean pipeline construction, OAO RZD has several times applied to bodies in charge to obtain such data. Nowadays there is no official information about the volume, balance and resources of crude oil for transportation to the enterprises in the Far Eastern Federal Region, China and the states of Asian-Pacific region for each transport mode. Taking into consideration the scaled volume of the investments made (and the future ones), in such a situation OAO RZD cannot form a long-term prospect for energy cargoes transportation and coordinate it with respective plans of infrastructure development.

On the one hand, OAO RZD does not consider railway transport to be a competitor to pipelines in organization of large volumes of oil transportation. Meanwhile, based on the use of the existing infrastructure, OAO Russian Railways are ready to fulfill a part of oil companies’ demands for freight transportation in the Far Eastern region. Simultaneously, it can create necessary conditions for social and economic development of the region. According to some evaluations, the potential investments into the development of the regional transport infrastructure will amount to RUR 230-250 bln by 2010.

OAO RZD believes it necessary to work out a complex balanced approach to the schemes of oil transportation from Western and Eastern Siberia to China and the Far East. To protect the interests of the railway transport, it is necessary that at least 12-15 mln tons of crude oil was exported to China via the stations of Zabaikalsk and Naushki annually till 2010-2012. During this period, OAO RZD will get the payback from the capital investments, and provide step-by-step compensation of oil by other cargoes. Finally, OAO RZD offers private companies to cooperate, because some projects will hardly be carried out without the help of the state, investment fund, and business.



TATYANA  TOKAREVA
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    [DETAIL_TEXT] => 

New projects

Besides measures taken to optimize the technological process and create attractive tariff terms, OAO RZD pays attention to infrastructure development in the areas where pipeline network is underdeveloped or not constructed at all. Such projects are carried out in cooperation with private companies, and practically at their expense. Examples of such projects are construction of a rail oil terminal at the Privodino station of the Severnaya Railway (the Northern Railway) to export oil bulk via the sea commercial port of Arkhangelsk, construction of the distribution terminal for oil products transshipment in the port of Vysotsk and development of railway infrastructure there in cooperation with OAO Lukoil.

However, the main focus and serious resources of OAO RZD are nowadays directed at fulfilling the Russian Federation’s obligations of oil delivery to China. That is why the activities of the rail company are obvious on the Eastern direction. The 2005-2008 Treaty of Peaceful Neighbouring, Friendship and Cooperation between the two countries envisages an increase of crude oil transportation to China by railway to 15 mln tons in 2006. Later the deliveries are still to grow. To provide the most efficient scheme of the set target realization, experts of OAO RZD held a system analysis of opportunities and advantages of the railway oil export via the border crossings of the Zabaikalye and the Far Eastern ports. The results of the analysis showed that railway transport can carry 30-40 mln tons of oil annually. In particular, up to 25 mln tons can be transported along the Transsib to China, and 10-15 mln tons can be carried along the Baikalo-Amurskaya Railway (BAM) from the oil fields in the Eastern Siberia to the Far Eastern ports.

To realize the potential and fulfill the decisions of the Government to increase export oil transportation by rail to China, OAO RZD has developed a project of complex reconstruction of the Karymskaya-Zabaikalsk sector with the total investments volume of over RUR 40 bln. In 2004-2006, the company has invested from its own resources over RUR 10 bln to reconstruct the sector, and over RUR 1 bln to reconstruct and develop the border stations Zabaikalsk and Naushki. So, by the beginning of 2006, the railway infrastructure was ready for transportation of not less than 15 mln tons per annum. 



To attract private investment

Simultaneously, OAO RZD took another strategic step to load its existing capacities. To liquidate the lack of pipeline capacities for oil bulk transshipment to the railway transport, the oil loading station of Uyar at the Krasnoyarskaya railway (the Krasnoyarsk railway) was reconstructed, and its annual capacity increased to 9 mln tons. In Q2 of 2006, oil transportation from the Uyar station to the Komsomolsk refinery was launched. Moreover, the tariffs were comparable with the ones used for existing routes, thus, no extra charge in order to speed up investment payback was not imposed. 

The top-managers of OAO RZD believe that the event is important not only for the company, but for the whole country. Nowadays, the oil from Uyar is carried by the second largest main line in Russia – the Baikalo-Amurskaya Railway – to the refineries in the Eastern regions of the Russian Federation. Thus, due to the launch of the terminal, the problem of the Baikalo-Amurskaya Railway loading was partly solved.

However, the main target is to unload the capacities of the overloaded stations of Zui and Sukhovskaya, which are he closest to the Russian-Chinese border stations, where oil is handled from a pipe to a tank wagon (the Vostochno-Sibirskaya railway (Eastern-Siberian railway). It is interesting that it took the railmen only 10 months to launch the terminal, while the standard terms for projects of such scale is 2.5 years. The total cost of the reconstruction together with the point of wagons preparation amounted to RUR 1.69 bln.

It should be mentioned that OAO RZD did not invest its own funds into the project. The general customer and investor was OOO Energoaktiv (incorporated into the ESN group of companies). Although it was the first time when the Krasnoyarskaya railway (the Krasnoyarsk railway) was the general contractor, judging by the very short period during which the terminal was constructed, it was a success.

The design capacity of the station is over 10 mln tons of oil annually. Four-five trains will be formed and dispatched there daily (each train consists of 72 tank-wagons). The terminal is equipped with eight tanks: the capacity of the four is five thousand tons of oil, and that of the rest is 20 thousand tons.

So, the strategic target of oil flows diversification was reached, and OAO RZD evaluates the economic effect from putting the terminal into operation very highly. The volume of loading at the Krasnoyarskaya railway (the Krasnoyarsk railway) is expected to increase by 14.4% by 2007, and the throughput is to increase by 2.5 bln t/km, 3.5% up in comparison with 2004. Additional revenues will exceed RUR 15 bln.

Speaking at the 3rd economic forum in Krasnoyarsk, First Vice-President of OAO RZD Vadim Morozov named the Uyar project the brightest example of OAO Russian Railways cooperation with partners – Rosneft and ESN companies. «The private capital was invested into a profitable project, which has been carried out to perfection. A modern and environment-friendly terminal with all the necessary equipment has been built. Meanwhile, the business worked not for itself only, but for the state as well. Russia obtained an opportunity to deliver additional volumes of «black gold» to China. We are ready to participate in other projects similar to this one.»

The terminal was put into operation on June 1, 2006: it is planned to load about 4 mln tons of oil there till the end of the year. In addition, OAO RZD has developed measures of additional tariff stimulation of freight transportation to China via the Zabaikalsk border crossing, which enables to fulfill the Russian companies’ obligations for crude oil export to China.



To make Far East closer

At the same time, OAO RZD is concerned that currently there is no data about the balance of oil bulk of Russian oil and gas companies which can dispatch crude oil to the East in the future. Being a member of the Interdepartmental Working Group for legalization of the project of Eastern Siberia – the Pacific Ocean pipeline construction, OAO RZD has several times applied to bodies in charge to obtain such data. Nowadays there is no official information about the volume, balance and resources of crude oil for transportation to the enterprises in the Far Eastern Federal Region, China and the states of Asian-Pacific region for each transport mode. Taking into consideration the scaled volume of the investments made (and the future ones), in such a situation OAO RZD cannot form a long-term prospect for energy cargoes transportation and coordinate it with respective plans of infrastructure development.

On the one hand, OAO RZD does not consider railway transport to be a competitor to pipelines in organization of large volumes of oil transportation. Meanwhile, based on the use of the existing infrastructure, OAO Russian Railways are ready to fulfill a part of oil companies’ demands for freight transportation in the Far Eastern region. Simultaneously, it can create necessary conditions for social and economic development of the region. According to some evaluations, the potential investments into the development of the regional transport infrastructure will amount to RUR 230-250 bln by 2010.

OAO RZD believes it necessary to work out a complex balanced approach to the schemes of oil transportation from Western and Eastern Siberia to China and the Far East. To protect the interests of the railway transport, it is necessary that at least 12-15 mln tons of crude oil was exported to China via the stations of Zabaikalsk and Naushki annually till 2010-2012. During this period, OAO RZD will get the payback from the capital investments, and provide step-by-step compensation of oil by other cargoes. Finally, OAO RZD offers private companies to cooperate, because some projects will hardly be carried out without the help of the state, investment fund, and business.



TATYANA  TOKAREVA
    [~DETAIL_TEXT] => 

New projects

Besides measures taken to optimize the technological process and create attractive tariff terms, OAO RZD pays attention to infrastructure development in the areas where pipeline network is underdeveloped or not constructed at all. Such projects are carried out in cooperation with private companies, and practically at their expense. Examples of such projects are construction of a rail oil terminal at the Privodino station of the Severnaya Railway (the Northern Railway) to export oil bulk via the sea commercial port of Arkhangelsk, construction of the distribution terminal for oil products transshipment in the port of Vysotsk and development of railway infrastructure there in cooperation with OAO Lukoil.

However, the main focus and serious resources of OAO RZD are nowadays directed at fulfilling the Russian Federation’s obligations of oil delivery to China. That is why the activities of the rail company are obvious on the Eastern direction. The 2005-2008 Treaty of Peaceful Neighbouring, Friendship and Cooperation between the two countries envisages an increase of crude oil transportation to China by railway to 15 mln tons in 2006. Later the deliveries are still to grow. To provide the most efficient scheme of the set target realization, experts of OAO RZD held a system analysis of opportunities and advantages of the railway oil export via the border crossings of the Zabaikalye and the Far Eastern ports. The results of the analysis showed that railway transport can carry 30-40 mln tons of oil annually. In particular, up to 25 mln tons can be transported along the Transsib to China, and 10-15 mln tons can be carried along the Baikalo-Amurskaya Railway (BAM) from the oil fields in the Eastern Siberia to the Far Eastern ports.

To realize the potential and fulfill the decisions of the Government to increase export oil transportation by rail to China, OAO RZD has developed a project of complex reconstruction of the Karymskaya-Zabaikalsk sector with the total investments volume of over RUR 40 bln. In 2004-2006, the company has invested from its own resources over RUR 10 bln to reconstruct the sector, and over RUR 1 bln to reconstruct and develop the border stations Zabaikalsk and Naushki. So, by the beginning of 2006, the railway infrastructure was ready for transportation of not less than 15 mln tons per annum. 



To attract private investment

Simultaneously, OAO RZD took another strategic step to load its existing capacities. To liquidate the lack of pipeline capacities for oil bulk transshipment to the railway transport, the oil loading station of Uyar at the Krasnoyarskaya railway (the Krasnoyarsk railway) was reconstructed, and its annual capacity increased to 9 mln tons. In Q2 of 2006, oil transportation from the Uyar station to the Komsomolsk refinery was launched. Moreover, the tariffs were comparable with the ones used for existing routes, thus, no extra charge in order to speed up investment payback was not imposed. 

The top-managers of OAO RZD believe that the event is important not only for the company, but for the whole country. Nowadays, the oil from Uyar is carried by the second largest main line in Russia – the Baikalo-Amurskaya Railway – to the refineries in the Eastern regions of the Russian Federation. Thus, due to the launch of the terminal, the problem of the Baikalo-Amurskaya Railway loading was partly solved.

However, the main target is to unload the capacities of the overloaded stations of Zui and Sukhovskaya, which are he closest to the Russian-Chinese border stations, where oil is handled from a pipe to a tank wagon (the Vostochno-Sibirskaya railway (Eastern-Siberian railway). It is interesting that it took the railmen only 10 months to launch the terminal, while the standard terms for projects of such scale is 2.5 years. The total cost of the reconstruction together with the point of wagons preparation amounted to RUR 1.69 bln.

It should be mentioned that OAO RZD did not invest its own funds into the project. The general customer and investor was OOO Energoaktiv (incorporated into the ESN group of companies). Although it was the first time when the Krasnoyarskaya railway (the Krasnoyarsk railway) was the general contractor, judging by the very short period during which the terminal was constructed, it was a success.

The design capacity of the station is over 10 mln tons of oil annually. Four-five trains will be formed and dispatched there daily (each train consists of 72 tank-wagons). The terminal is equipped with eight tanks: the capacity of the four is five thousand tons of oil, and that of the rest is 20 thousand tons.

So, the strategic target of oil flows diversification was reached, and OAO RZD evaluates the economic effect from putting the terminal into operation very highly. The volume of loading at the Krasnoyarskaya railway (the Krasnoyarsk railway) is expected to increase by 14.4% by 2007, and the throughput is to increase by 2.5 bln t/km, 3.5% up in comparison with 2004. Additional revenues will exceed RUR 15 bln.

Speaking at the 3rd economic forum in Krasnoyarsk, First Vice-President of OAO RZD Vadim Morozov named the Uyar project the brightest example of OAO Russian Railways cooperation with partners – Rosneft and ESN companies. «The private capital was invested into a profitable project, which has been carried out to perfection. A modern and environment-friendly terminal with all the necessary equipment has been built. Meanwhile, the business worked not for itself only, but for the state as well. Russia obtained an opportunity to deliver additional volumes of «black gold» to China. We are ready to participate in other projects similar to this one.»

The terminal was put into operation on June 1, 2006: it is planned to load about 4 mln tons of oil there till the end of the year. In addition, OAO RZD has developed measures of additional tariff stimulation of freight transportation to China via the Zabaikalsk border crossing, which enables to fulfill the Russian companies’ obligations for crude oil export to China.



To make Far East closer

At the same time, OAO RZD is concerned that currently there is no data about the balance of oil bulk of Russian oil and gas companies which can dispatch crude oil to the East in the future. Being a member of the Interdepartmental Working Group for legalization of the project of Eastern Siberia – the Pacific Ocean pipeline construction, OAO RZD has several times applied to bodies in charge to obtain such data. Nowadays there is no official information about the volume, balance and resources of crude oil for transportation to the enterprises in the Far Eastern Federal Region, China and the states of Asian-Pacific region for each transport mode. Taking into consideration the scaled volume of the investments made (and the future ones), in such a situation OAO RZD cannot form a long-term prospect for energy cargoes transportation and coordinate it with respective plans of infrastructure development.

On the one hand, OAO RZD does not consider railway transport to be a competitor to pipelines in organization of large volumes of oil transportation. Meanwhile, based on the use of the existing infrastructure, OAO Russian Railways are ready to fulfill a part of oil companies’ demands for freight transportation in the Far Eastern region. Simultaneously, it can create necessary conditions for social and economic development of the region. According to some evaluations, the potential investments into the development of the regional transport infrastructure will amount to RUR 230-250 bln by 2010.

OAO RZD believes it necessary to work out a complex balanced approach to the schemes of oil transportation from Western and Eastern Siberia to China and the Far East. To protect the interests of the railway transport, it is necessary that at least 12-15 mln tons of crude oil was exported to China via the stations of Zabaikalsk and Naushki annually till 2010-2012. During this period, OAO RZD will get the payback from the capital investments, and provide step-by-step compensation of oil by other cargoes. Finally, OAO RZD offers private companies to cooperate, because some projects will hardly be carried out without the help of the state, investment fund, and business.



TATYANA  TOKAREVA
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    [DETAIL_TEXT] => In 2006, the volume of oil bulk transportation of Yukos-Transservice company (YTS) is expected to amount to 32 mln tons. Such a volume was reached by the company carried only once before, i.e. in 2004, the most successful year in the company’s history. In 2004 the park of 20.5 thousand tank wagons was used for transportation, while this year the company’s operating park is 16.5 thousand units, which shows how efficient the logistics of the company is. Director General of YTS Alexey Grom tells of the tendencies and prospects of oil transportation market development in Russia.



– An interesting peculiarity of YTS’s work this year is the fact that we have managed to attract for transportation volumes of crude oil dispatched by the Samara group of refineries of Yukos oil company. There were no dispatches since 2004. For example, 175 thousand tons was presented for transportation in November, while the application for transportation in December exceeds 100 thousand tons already. Our forecasts show that the tendency can continue till March 2007.

– Mr. Grom, what caused the recommencement of crude oil transportation? What is the volume of crude oil carried by YTS?

– The peak of crude oil transportation by railway was 2004, when there was a demand for the cargo on international markets. Meanwhile, the Russian pipeline network could not fulfill the export potential of all oil extracting companies. At that time, we dispatched about one mln tons of oil from the Samara group of refineries monthly. However, since the beginning of 2005, the situation completely changed. Oil production increased, but the volume of oil transportation by railway started to reduce very fast. There were two main reasons for it: the increase of oil refining inside the country, and development of the Russian pipeline network.

There was one more significant event in the life of our company – the owner of Yuganskneftegaz changed, and the company’s oil volume made a large share of YTS’s transportation. So, since January 1, 2005, we stopped transportation of Samara crude oil. To reduce the expenses from the non-productive tank wagons idling, we used the period for regulation of the wagon park between the eastern and the western areas, where the company operates. Meanwhile, we made attempts to attract clients to Samara refineries to organize oil transportation by railway again and again. As a result, our offers were accepted by several large oil companies – and here we are again loading oil into wagons at the Samara group of refineries!

– So the tendencies of 2004 can continue?

– Well, we can only dream of the volumes of 2004 in the European part of the Russian Federation nowadays. The country’s pipeline network will cope with them even if oil production increases as it has been forecast. At the same time, export of oil by pipeline acquires a political constituent, so there may appear some crude oil for transportation on some routes from time to time. In the East of the country there are a lot of prerequisites for the growth of oil transportation by railway. In particular, the oil terminal Uyar on the Krasnoyarskaya Railway (the Krasnoyarsk Railway) was put into operation, thus, the capacities on the Zui station (the Vostochnosibirskaya Railway (East-Siberian Railway) can be re-oriented to increase crude oil transportation to China. Besides, in the region there are such promising markets for Russian oil as Korea and Japan.

Still, oil and products consumption inside the country will influence the distribution of transport flows most of all. It is already changing the priority in favour of Russian consumers. By the way, it is also envisaged by the RF Energy Strategy till 2020. Making a mid-term forecast, we can say that transport companies will have to re-orient to the domestic market in the near future. We are ready for that. It is no secret that the majority of companies-operators developed efficient logistic schemes and work at well-developed routes avoiding empty backhaul. In the order book of Yukos-Transervice over 65% takes domestic transportation to 2.5 thousand destination stations.

– Could you evaluate the prospect of work for companies-operators in this sector of the market? What is the YTS’s rolling stock park nowadays? Are there projects to increase it?

– Nowadays, in total Yukos-Transservice company’s own and rented tank wagons park amounts to 16.5 thousand units. In spite of the fact that winter is expected to be very difficult in terms of providing transportation with inventory park, we do not plan to enlarge the company’s own fleet. There is no point in it. «The more, the better» principle does not always work. A more serious approach is the optimization of transportation technology.

In 2004, YTS company transported about 32 mln tons of oil and products. At that time our rolling stock park was 20.5 thousand wagons. Besides, we used one third of the inventory park. In 2005, we transported almost 28 mln tons of liquid bulk by the park consisting of 16.5 thousand private tank wagons, and the share of the inventory park significantly reduced. This year we aim to carry 32 mln tons, using the same amount of private wagons as in 2005. Thus, transportation volume does not depend linearly on the amount of wagons. If there is a lack of park, technology should be improved. Every month, every day, every hour something must be improved in technology. This principle works for our company.

– Recently you announced a new activity of YTS company – organization of LNG transportation in tank-containers. What is the situation in this sector of your work?

– We continue to offer the service to our clients. We have technology, a reliable partner – owner of tank-containers, and loyal customers, who have already appreciated the advantages of the new type of rolling stock in comparison with traditional tank-wagons. Of course, it is not possible to provide all customers with the service. However, there are a lot of industrial sectors, in which characteristics of this type of transport will be required in the near future. And all the participants of the project benefit. Besides, simultaneously we reach another complex and very important for us target – meeting the requirements of the consumer market. In the near future this very market will define what, where and how to transport.

– Mr.Grom, one of the most debatable problems of the last months is the prospect of OAO Cargo Company launch. What is you opinion on the issue?

– I do not support radical opinions regarding this idea. Still, the increase of competition, based on honest rules of the game, will make a positive influence on the whole sector. It is obvious that neither OAO RZD nor independent companies-operators can be a success without each other. Unfortunately, instead of a dialogue and synergy of joint efforts to increase the efficiency of transportation, everything has mixed up in the sector: operators strive to become carriers, the carrier is eager to turn into an operator. And both create unsurpassable barriers for each other. Usually it is the customer who suffers from such an odd form of competition.

– Nevertheless, most market players fear that competition will not be fair, referring to the powerful administrative resource of OAO RZD’s daughter company…

– I would not bring this reflection on OAO RZD’s administrative resource to the point of absurd. Moreover, I would not ignore the administrative resource of some companies-operators. In this case, the feudal method of competition pressure will do no good to anyone. I hope that everybody understands it. I am sure that the Cargo Company will be launched in 2007. Wouldn’t it be more useful to spend the rest of the time to elaborate the rules of the game? Besides, it is necessary to remember that the most important thing is the benefit of the ultimate consumers of railway transport services, not the local interests of one of the sides. If OAO RZD declares that the new company will compete with operators on equal terms and in accordance with clear and reasonable rules, I do not wish to be in opposition to it at once and blame the carrier for non-observing my rights. In case there are prerequisites for destabilizing the competition, there is the Federal Antimonopoly Service, which protects my rights and interests. 

On the whole, my opinion is as follows: a problem (and they always emerge) is not a reason to stop and start blaming each other. It is a cause to enter into negotiations and find a compromise. Both sides are interested in solving the problem. Taking into consideration the balance of powers and interests on the transportation market in Russia, independent operators and operators of OAO RZD cannot work efficiently without each other. Perhaps it is today that we are to focus on reaching our common targets and elaborate joint solutions to fulfill the demands of railway transport consumers.



Interviewed by  ZLATA  YASENEVA
    [~DETAIL_TEXT] => In 2006, the volume of oil bulk transportation of Yukos-Transservice company (YTS) is expected to amount to 32 mln tons. Such a volume was reached by the company carried only once before, i.e. in 2004, the most successful year in the company’s history. In 2004 the park of 20.5 thousand tank wagons was used for transportation, while this year the company’s operating park is 16.5 thousand units, which shows how efficient the logistics of the company is. Director General of YTS Alexey Grom tells of the tendencies and prospects of oil transportation market development in Russia.



– An interesting peculiarity of YTS’s work this year is the fact that we have managed to attract for transportation volumes of crude oil dispatched by the Samara group of refineries of Yukos oil company. There were no dispatches since 2004. For example, 175 thousand tons was presented for transportation in November, while the application for transportation in December exceeds 100 thousand tons already. Our forecasts show that the tendency can continue till March 2007.

– Mr. Grom, what caused the recommencement of crude oil transportation? What is the volume of crude oil carried by YTS?

– The peak of crude oil transportation by railway was 2004, when there was a demand for the cargo on international markets. Meanwhile, the Russian pipeline network could not fulfill the export potential of all oil extracting companies. At that time, we dispatched about one mln tons of oil from the Samara group of refineries monthly. However, since the beginning of 2005, the situation completely changed. Oil production increased, but the volume of oil transportation by railway started to reduce very fast. There were two main reasons for it: the increase of oil refining inside the country, and development of the Russian pipeline network.

There was one more significant event in the life of our company – the owner of Yuganskneftegaz changed, and the company’s oil volume made a large share of YTS’s transportation. So, since January 1, 2005, we stopped transportation of Samara crude oil. To reduce the expenses from the non-productive tank wagons idling, we used the period for regulation of the wagon park between the eastern and the western areas, where the company operates. Meanwhile, we made attempts to attract clients to Samara refineries to organize oil transportation by railway again and again. As a result, our offers were accepted by several large oil companies – and here we are again loading oil into wagons at the Samara group of refineries!

– So the tendencies of 2004 can continue?

– Well, we can only dream of the volumes of 2004 in the European part of the Russian Federation nowadays. The country’s pipeline network will cope with them even if oil production increases as it has been forecast. At the same time, export of oil by pipeline acquires a political constituent, so there may appear some crude oil for transportation on some routes from time to time. In the East of the country there are a lot of prerequisites for the growth of oil transportation by railway. In particular, the oil terminal Uyar on the Krasnoyarskaya Railway (the Krasnoyarsk Railway) was put into operation, thus, the capacities on the Zui station (the Vostochnosibirskaya Railway (East-Siberian Railway) can be re-oriented to increase crude oil transportation to China. Besides, in the region there are such promising markets for Russian oil as Korea and Japan.

Still, oil and products consumption inside the country will influence the distribution of transport flows most of all. It is already changing the priority in favour of Russian consumers. By the way, it is also envisaged by the RF Energy Strategy till 2020. Making a mid-term forecast, we can say that transport companies will have to re-orient to the domestic market in the near future. We are ready for that. It is no secret that the majority of companies-operators developed efficient logistic schemes and work at well-developed routes avoiding empty backhaul. In the order book of Yukos-Transervice over 65% takes domestic transportation to 2.5 thousand destination stations.

– Could you evaluate the prospect of work for companies-operators in this sector of the market? What is the YTS’s rolling stock park nowadays? Are there projects to increase it?

– Nowadays, in total Yukos-Transservice company’s own and rented tank wagons park amounts to 16.5 thousand units. In spite of the fact that winter is expected to be very difficult in terms of providing transportation with inventory park, we do not plan to enlarge the company’s own fleet. There is no point in it. «The more, the better» principle does not always work. A more serious approach is the optimization of transportation technology.

In 2004, YTS company transported about 32 mln tons of oil and products. At that time our rolling stock park was 20.5 thousand wagons. Besides, we used one third of the inventory park. In 2005, we transported almost 28 mln tons of liquid bulk by the park consisting of 16.5 thousand private tank wagons, and the share of the inventory park significantly reduced. This year we aim to carry 32 mln tons, using the same amount of private wagons as in 2005. Thus, transportation volume does not depend linearly on the amount of wagons. If there is a lack of park, technology should be improved. Every month, every day, every hour something must be improved in technology. This principle works for our company.

– Recently you announced a new activity of YTS company – organization of LNG transportation in tank-containers. What is the situation in this sector of your work?

– We continue to offer the service to our clients. We have technology, a reliable partner – owner of tank-containers, and loyal customers, who have already appreciated the advantages of the new type of rolling stock in comparison with traditional tank-wagons. Of course, it is not possible to provide all customers with the service. However, there are a lot of industrial sectors, in which characteristics of this type of transport will be required in the near future. And all the participants of the project benefit. Besides, simultaneously we reach another complex and very important for us target – meeting the requirements of the consumer market. In the near future this very market will define what, where and how to transport.

– Mr.Grom, one of the most debatable problems of the last months is the prospect of OAO Cargo Company launch. What is you opinion on the issue?

– I do not support radical opinions regarding this idea. Still, the increase of competition, based on honest rules of the game, will make a positive influence on the whole sector. It is obvious that neither OAO RZD nor independent companies-operators can be a success without each other. Unfortunately, instead of a dialogue and synergy of joint efforts to increase the efficiency of transportation, everything has mixed up in the sector: operators strive to become carriers, the carrier is eager to turn into an operator. And both create unsurpassable barriers for each other. Usually it is the customer who suffers from such an odd form of competition.

– Nevertheless, most market players fear that competition will not be fair, referring to the powerful administrative resource of OAO RZD’s daughter company…

– I would not bring this reflection on OAO RZD’s administrative resource to the point of absurd. Moreover, I would not ignore the administrative resource of some companies-operators. In this case, the feudal method of competition pressure will do no good to anyone. I hope that everybody understands it. I am sure that the Cargo Company will be launched in 2007. Wouldn’t it be more useful to spend the rest of the time to elaborate the rules of the game? Besides, it is necessary to remember that the most important thing is the benefit of the ultimate consumers of railway transport services, not the local interests of one of the sides. If OAO RZD declares that the new company will compete with operators on equal terms and in accordance with clear and reasonable rules, I do not wish to be in opposition to it at once and blame the carrier for non-observing my rights. In case there are prerequisites for destabilizing the competition, there is the Federal Antimonopoly Service, which protects my rights and interests. 

On the whole, my opinion is as follows: a problem (and they always emerge) is not a reason to stop and start blaming each other. It is a cause to enter into negotiations and find a compromise. Both sides are interested in solving the problem. Taking into consideration the balance of powers and interests on the transportation market in Russia, independent operators and operators of OAO RZD cannot work efficiently without each other. Perhaps it is today that we are to focus on reaching our common targets and elaborate joint solutions to fulfill the demands of railway transport consumers.



Interviewed by  ZLATA  YASENEVA
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    [DETAIL_TEXT] => In 2006, the volume of oil bulk transportation of Yukos-Transservice company (YTS) is expected to amount to 32 mln tons. Such a volume was reached by the company carried only once before, i.e. in 2004, the most successful year in the company’s history. In 2004 the park of 20.5 thousand tank wagons was used for transportation, while this year the company’s operating park is 16.5 thousand units, which shows how efficient the logistics of the company is. Director General of YTS Alexey Grom tells of the tendencies and prospects of oil transportation market development in Russia.



– An interesting peculiarity of YTS’s work this year is the fact that we have managed to attract for transportation volumes of crude oil dispatched by the Samara group of refineries of Yukos oil company. There were no dispatches since 2004. For example, 175 thousand tons was presented for transportation in November, while the application for transportation in December exceeds 100 thousand tons already. Our forecasts show that the tendency can continue till March 2007.

– Mr. Grom, what caused the recommencement of crude oil transportation? What is the volume of crude oil carried by YTS?

– The peak of crude oil transportation by railway was 2004, when there was a demand for the cargo on international markets. Meanwhile, the Russian pipeline network could not fulfill the export potential of all oil extracting companies. At that time, we dispatched about one mln tons of oil from the Samara group of refineries monthly. However, since the beginning of 2005, the situation completely changed. Oil production increased, but the volume of oil transportation by railway started to reduce very fast. There were two main reasons for it: the increase of oil refining inside the country, and development of the Russian pipeline network.

There was one more significant event in the life of our company – the owner of Yuganskneftegaz changed, and the company’s oil volume made a large share of YTS’s transportation. So, since January 1, 2005, we stopped transportation of Samara crude oil. To reduce the expenses from the non-productive tank wagons idling, we used the period for regulation of the wagon park between the eastern and the western areas, where the company operates. Meanwhile, we made attempts to attract clients to Samara refineries to organize oil transportation by railway again and again. As a result, our offers were accepted by several large oil companies – and here we are again loading oil into wagons at the Samara group of refineries!

– So the tendencies of 2004 can continue?

– Well, we can only dream of the volumes of 2004 in the European part of the Russian Federation nowadays. The country’s pipeline network will cope with them even if oil production increases as it has been forecast. At the same time, export of oil by pipeline acquires a political constituent, so there may appear some crude oil for transportation on some routes from time to time. In the East of the country there are a lot of prerequisites for the growth of oil transportation by railway. In particular, the oil terminal Uyar on the Krasnoyarskaya Railway (the Krasnoyarsk Railway) was put into operation, thus, the capacities on the Zui station (the Vostochnosibirskaya Railway (East-Siberian Railway) can be re-oriented to increase crude oil transportation to China. Besides, in the region there are such promising markets for Russian oil as Korea and Japan.

Still, oil and products consumption inside the country will influence the distribution of transport flows most of all. It is already changing the priority in favour of Russian consumers. By the way, it is also envisaged by the RF Energy Strategy till 2020. Making a mid-term forecast, we can say that transport companies will have to re-orient to the domestic market in the near future. We are ready for that. It is no secret that the majority of companies-operators developed efficient logistic schemes and work at well-developed routes avoiding empty backhaul. In the order book of Yukos-Transervice over 65% takes domestic transportation to 2.5 thousand destination stations.

– Could you evaluate the prospect of work for companies-operators in this sector of the market? What is the YTS’s rolling stock park nowadays? Are there projects to increase it?

– Nowadays, in total Yukos-Transservice company’s own and rented tank wagons park amounts to 16.5 thousand units. In spite of the fact that winter is expected to be very difficult in terms of providing transportation with inventory park, we do not plan to enlarge the company’s own fleet. There is no point in it. «The more, the better» principle does not always work. A more serious approach is the optimization of transportation technology.

In 2004, YTS company transported about 32 mln tons of oil and products. At that time our rolling stock park was 20.5 thousand wagons. Besides, we used one third of the inventory park. In 2005, we transported almost 28 mln tons of liquid bulk by the park consisting of 16.5 thousand private tank wagons, and the share of the inventory park significantly reduced. This year we aim to carry 32 mln tons, using the same amount of private wagons as in 2005. Thus, transportation volume does not depend linearly on the amount of wagons. If there is a lack of park, technology should be improved. Every month, every day, every hour something must be improved in technology. This principle works for our company.

– Recently you announced a new activity of YTS company – organization of LNG transportation in tank-containers. What is the situation in this sector of your work?

– We continue to offer the service to our clients. We have technology, a reliable partner – owner of tank-containers, and loyal customers, who have already appreciated the advantages of the new type of rolling stock in comparison with traditional tank-wagons. Of course, it is not possible to provide all customers with the service. However, there are a lot of industrial sectors, in which characteristics of this type of transport will be required in the near future. And all the participants of the project benefit. Besides, simultaneously we reach another complex and very important for us target – meeting the requirements of the consumer market. In the near future this very market will define what, where and how to transport.

– Mr.Grom, one of the most debatable problems of the last months is the prospect of OAO Cargo Company launch. What is you opinion on the issue?

– I do not support radical opinions regarding this idea. Still, the increase of competition, based on honest rules of the game, will make a positive influence on the whole sector. It is obvious that neither OAO RZD nor independent companies-operators can be a success without each other. Unfortunately, instead of a dialogue and synergy of joint efforts to increase the efficiency of transportation, everything has mixed up in the sector: operators strive to become carriers, the carrier is eager to turn into an operator. And both create unsurpassable barriers for each other. Usually it is the customer who suffers from such an odd form of competition.

– Nevertheless, most market players fear that competition will not be fair, referring to the powerful administrative resource of OAO RZD’s daughter company…

– I would not bring this reflection on OAO RZD’s administrative resource to the point of absurd. Moreover, I would not ignore the administrative resource of some companies-operators. In this case, the feudal method of competition pressure will do no good to anyone. I hope that everybody understands it. I am sure that the Cargo Company will be launched in 2007. Wouldn’t it be more useful to spend the rest of the time to elaborate the rules of the game? Besides, it is necessary to remember that the most important thing is the benefit of the ultimate consumers of railway transport services, not the local interests of one of the sides. If OAO RZD declares that the new company will compete with operators on equal terms and in accordance with clear and reasonable rules, I do not wish to be in opposition to it at once and blame the carrier for non-observing my rights. In case there are prerequisites for destabilizing the competition, there is the Federal Antimonopoly Service, which protects my rights and interests. 

On the whole, my opinion is as follows: a problem (and they always emerge) is not a reason to stop and start blaming each other. It is a cause to enter into negotiations and find a compromise. Both sides are interested in solving the problem. Taking into consideration the balance of powers and interests on the transportation market in Russia, independent operators and operators of OAO RZD cannot work efficiently without each other. Perhaps it is today that we are to focus on reaching our common targets and elaborate joint solutions to fulfill the demands of railway transport consumers.



Interviewed by  ZLATA  YASENEVA
    [~DETAIL_TEXT] => In 2006, the volume of oil bulk transportation of Yukos-Transservice company (YTS) is expected to amount to 32 mln tons. Such a volume was reached by the company carried only once before, i.e. in 2004, the most successful year in the company’s history. In 2004 the park of 20.5 thousand tank wagons was used for transportation, while this year the company’s operating park is 16.5 thousand units, which shows how efficient the logistics of the company is. Director General of YTS Alexey Grom tells of the tendencies and prospects of oil transportation market development in Russia.



– An interesting peculiarity of YTS’s work this year is the fact that we have managed to attract for transportation volumes of crude oil dispatched by the Samara group of refineries of Yukos oil company. There were no dispatches since 2004. For example, 175 thousand tons was presented for transportation in November, while the application for transportation in December exceeds 100 thousand tons already. Our forecasts show that the tendency can continue till March 2007.

– Mr. Grom, what caused the recommencement of crude oil transportation? What is the volume of crude oil carried by YTS?

– The peak of crude oil transportation by railway was 2004, when there was a demand for the cargo on international markets. Meanwhile, the Russian pipeline network could not fulfill the export potential of all oil extracting companies. At that time, we dispatched about one mln tons of oil from the Samara group of refineries monthly. However, since the beginning of 2005, the situation completely changed. Oil production increased, but the volume of oil transportation by railway started to reduce very fast. There were two main reasons for it: the increase of oil refining inside the country, and development of the Russian pipeline network.

There was one more significant event in the life of our company – the owner of Yuganskneftegaz changed, and the company’s oil volume made a large share of YTS’s transportation. So, since January 1, 2005, we stopped transportation of Samara crude oil. To reduce the expenses from the non-productive tank wagons idling, we used the period for regulation of the wagon park between the eastern and the western areas, where the company operates. Meanwhile, we made attempts to attract clients to Samara refineries to organize oil transportation by railway again and again. As a result, our offers were accepted by several large oil companies – and here we are again loading oil into wagons at the Samara group of refineries!

– So the tendencies of 2004 can continue?

– Well, we can only dream of the volumes of 2004 in the European part of the Russian Federation nowadays. The country’s pipeline network will cope with them even if oil production increases as it has been forecast. At the same time, export of oil by pipeline acquires a political constituent, so there may appear some crude oil for transportation on some routes from time to time. In the East of the country there are a lot of prerequisites for the growth of oil transportation by railway. In particular, the oil terminal Uyar on the Krasnoyarskaya Railway (the Krasnoyarsk Railway) was put into operation, thus, the capacities on the Zui station (the Vostochnosibirskaya Railway (East-Siberian Railway) can be re-oriented to increase crude oil transportation to China. Besides, in the region there are such promising markets for Russian oil as Korea and Japan.

Still, oil and products consumption inside the country will influence the distribution of transport flows most of all. It is already changing the priority in favour of Russian consumers. By the way, it is also envisaged by the RF Energy Strategy till 2020. Making a mid-term forecast, we can say that transport companies will have to re-orient to the domestic market in the near future. We are ready for that. It is no secret that the majority of companies-operators developed efficient logistic schemes and work at well-developed routes avoiding empty backhaul. In the order book of Yukos-Transervice over 65% takes domestic transportation to 2.5 thousand destination stations.

– Could you evaluate the prospect of work for companies-operators in this sector of the market? What is the YTS’s rolling stock park nowadays? Are there projects to increase it?

– Nowadays, in total Yukos-Transservice company’s own and rented tank wagons park amounts to 16.5 thousand units. In spite of the fact that winter is expected to be very difficult in terms of providing transportation with inventory park, we do not plan to enlarge the company’s own fleet. There is no point in it. «The more, the better» principle does not always work. A more serious approach is the optimization of transportation technology.

In 2004, YTS company transported about 32 mln tons of oil and products. At that time our rolling stock park was 20.5 thousand wagons. Besides, we used one third of the inventory park. In 2005, we transported almost 28 mln tons of liquid bulk by the park consisting of 16.5 thousand private tank wagons, and the share of the inventory park significantly reduced. This year we aim to carry 32 mln tons, using the same amount of private wagons as in 2005. Thus, transportation volume does not depend linearly on the amount of wagons. If there is a lack of park, technology should be improved. Every month, every day, every hour something must be improved in technology. This principle works for our company.

– Recently you announced a new activity of YTS company – organization of LNG transportation in tank-containers. What is the situation in this sector of your work?

– We continue to offer the service to our clients. We have technology, a reliable partner – owner of tank-containers, and loyal customers, who have already appreciated the advantages of the new type of rolling stock in comparison with traditional tank-wagons. Of course, it is not possible to provide all customers with the service. However, there are a lot of industrial sectors, in which characteristics of this type of transport will be required in the near future. And all the participants of the project benefit. Besides, simultaneously we reach another complex and very important for us target – meeting the requirements of the consumer market. In the near future this very market will define what, where and how to transport.

– Mr.Grom, one of the most debatable problems of the last months is the prospect of OAO Cargo Company launch. What is you opinion on the issue?

– I do not support radical opinions regarding this idea. Still, the increase of competition, based on honest rules of the game, will make a positive influence on the whole sector. It is obvious that neither OAO RZD nor independent companies-operators can be a success without each other. Unfortunately, instead of a dialogue and synergy of joint efforts to increase the efficiency of transportation, everything has mixed up in the sector: operators strive to become carriers, the carrier is eager to turn into an operator. And both create unsurpassable barriers for each other. Usually it is the customer who suffers from such an odd form of competition.

– Nevertheless, most market players fear that competition will not be fair, referring to the powerful administrative resource of OAO RZD’s daughter company…

– I would not bring this reflection on OAO RZD’s administrative resource to the point of absurd. Moreover, I would not ignore the administrative resource of some companies-operators. In this case, the feudal method of competition pressure will do no good to anyone. I hope that everybody understands it. I am sure that the Cargo Company will be launched in 2007. Wouldn’t it be more useful to spend the rest of the time to elaborate the rules of the game? Besides, it is necessary to remember that the most important thing is the benefit of the ultimate consumers of railway transport services, not the local interests of one of the sides. If OAO RZD declares that the new company will compete with operators on equal terms and in accordance with clear and reasonable rules, I do not wish to be in opposition to it at once and blame the carrier for non-observing my rights. In case there are prerequisites for destabilizing the competition, there is the Federal Antimonopoly Service, which protects my rights and interests. 

On the whole, my opinion is as follows: a problem (and they always emerge) is not a reason to stop and start blaming each other. It is a cause to enter into negotiations and find a compromise. Both sides are interested in solving the problem. Taking into consideration the balance of powers and interests on the transportation market in Russia, independent operators and operators of OAO RZD cannot work efficiently without each other. Perhaps it is today that we are to focus on reaching our common targets and elaborate joint solutions to fulfill the demands of railway transport consumers.



Interviewed by  ZLATA  YASENEVA
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    [DETAIL_TEXT] => In August, the volumes of export deliveries of oil and products by OOO BaltTransService significantly reduced; in September-October they made only 85% of the usual level. The company has to compensate for the losses by increasing transportation inside the country. Vladimir Prokofyev, President of the Association of Carriers and Rolling Stock Operators, CEO of OOO BaltTransService comments on the last summer tendencies on the oil bulk transportation market.



– Mr.Prokofyev, what changes have taken place in the segment of oil products transportation lately?

– Speaking of the common tendencies, first of all, the oil price reduced significantly in August-September 2006. Experts name different figures, but I believe, it is about 17-18%. Nevertheless, customs dues have been increased since October. As a result of the changes, there has emerged a very interesting situation on the market: since August, the price for oil products inside the country has been higher than the export one. Thus, the companies tried to compensate for the revenues by transportation of oil products on the domestic market; however, even now one can see that it is unable to cope with the offered volumes. Oilmen say in such cases «There is a price, but try to sell».

In such circumstances, it is much more profitable to trade oil products than oil for a number of reasons. Firstly, it is a product of refining. Secondly, the prices for it are higher, and the customs dues are lower than for crude oil.

– Are the existing capacities of Russian refineries loaded to the full? Is their increase necessary? Have the conditions stimulating refining and production of high-quality oil products been created?

– Russian refineries work at almost their full capacities now, and these capacities are very deteriorated, by the way (this year, because of the repair works at Yaroslavl refinery, which continued for over two months, a significant volume of oil products was not delivered to OOO BaltTransService). Moreover, Russian refineries fail to process oil to a profound level. Its level is 60-65% only: as a result, many oil products exported from Russia are re-refined. As far as I know, a project of oil products deep-processing is carried out at the refinery in Kirishi. The project is very expensive: according to different evaluations, its cost is USD 1-1.2 bln. Up to now, only 20-25% of the works have been fulfilled. Russian refineries constructed many years ago work at the breaking point. It does not concern the refineries in Bashkiria, which have always lacked their own crude oil. Speaking of the situation in general, I believe that there is a lack of refineries in Siberia, in particular they should be constructed in or not far from Krasnoyarsk or Irkutsk. 

– Do you think it is possible to attract new volumes of liquid bulk to the railway transport, for example, from neighbouring states?

– As for the reserve of oil and products transportation, I believe that it will not appear in the short-term prospect on European destinations (in fact, there has been no transportation of this kind for three years already). Perhaps, oil will be transported as transit from Kazakhstan or Azerbaijan. We discussed such an option, but it has not been approved because of the high transport constituent. 

Oil may be carried by railway only to China. It will be large volumes, but only before the pipeline is finished. Then, oil will not be transported in this direction by railway. As for oil products, by now all the flows have become stable, although last summer the transportation volumes were larger than usual.

However, since September, a significant reduction of transportation volumes has been observed. As far as I know, about 17 thousand tank wagons of OAO RZD have been put into reserve because of the lack of volumes. By the way, the latest data show that the park of OAO Russian Railways consists of 78 thousand tank wagons, 18.8 thousand of which are out-of-date. About 90-100 thousand tank wagons are owned by private companies. Thus, a greater part of oil bulk carried by rail (67.1%) is transported in private rolling stock. OOO BaltTransService transports about one tenth of the total rail oil transportation volume – about 20 mln tons per annum. (In 10 months of 2006 OOO BaltTransService carried 15.02 mln tons of oil and products, 7% up year-on-year). 

As for the acting park of tank wagons, it is sufficient for the existing transportation volume, and it is unreasonable to construct new ones. Besides, companies-operators have a good experience of private park exchange. For example, when OOO BaltTransService had a surplus of tank wagons, it rented them to the Far Eastern Oil Company. We also cooperated with YukosTransService and OAO Novaya Perevozochnaya Kompaniya. Such practice became possible due to the significant difference in the rent rates between OAO RZD and private companies. The latter’s rates are 30% lower than the ones of OAO Russian Railways. Thus, one day of OAO RZD’s tank wagon for oil products transportation rent costs USD 31.8, and an operator rents a tank wagon for USD 21-22 per day. I believe that those out-of-date 18 thousand of tank wagons owned by OAO RZD should be written off. This will put the park in order, the whole rolling stock park will work actively during the year, and operators and OAO RZD will be able to exchange fleet if necessary. 

– Do you think the situation with repair of private rolling stock has changed after the Central Direction for Freight Wagons Repair was launched in April? Its main target was to give equal opportunities for private companies’ and OAO RZD’s rolling stock repair.

– It is too early to make conclusions now, but I believe, the result must be positive. At least, it is an attempt to make wagon repair a separate type of activities and a separate type of expenses. The main thing here is to create normal market relations, the enterprises must guarantee some definite running after the repair, and eliminate defects if there are any. So far it is only words. But a clear mechanism must be worked out. For example, it is not clear, what one should do, if a wagon repaired in Saint-Petersburg got broken somewhere in the Far Eastern region. The cost of repair is different in every region.

– Earlier you said that the company plans to purchase a repair depot…

– Yes, we are getting ready for it. Meanwhile, if the company copes somehow with wagons repair, the situation with locomotives is very complicated: there are too few places where maintenance repair can be provided. Nowadays, we have found one depot, a rather old one. It works at 25% of its capacity now, and OAO RZD will hardly reconstruct it in the near future. So, we are to define the mechanism of its transfer to the company’s property. According to preliminary evaluations, USD 12-17 mln must be invested into the depot for it to work at the full capacity.

– Mr.Prokofyev, and what is your attitude to the idea of the Cargo Company launch? 

 – I believe that it is too early to launch the Cargo Company now: the issue requires a lot of preparatory work. When they say it is a panacea from all the illnesses, there are many objections. Firstly, companies-operators, which achieved good results, have a large staff that requires large overhead expenses. Besides, the approach of private operators to transportation differs from the principle of OAO RZD, which has only such basic figures as «loading» and «unloading». Operators monitor wagons from door-to-door. So, OAO RZD will either have to revise its system of planning and work or hire additional staff. And most likely, the company will have to do both. 

Besides, it should be taken into consideration that oil companies know the tariff system pretty well now, and they can calculate the wagon turnover and the rent price, so they use market mechanisms of competition, which is very strong in the sector of transportation. Now many companies-operators have such discounts that if the turnover is not observed, they will suffer losses. At the same time, the expenses on rolling stock maintenance and repair, especially taking into account the deteriorated park of OAO RZD, should be taken into consideration. Meanwhile, the temptation to dump is very strong. Well, dumping is considered to make no good to anyone, but operators are not optimistic about it.

– Do you think the initial targets of the Cargo Company launch are reasonable?

– According to the Concept, the main target is to launch a company-operator, hold its IPO, and sell its shares to renew the rolling stock park. The position of OAO RZD is quite understandable. There is another question: what rolling stock is required nowadays, and is the mentioned sum of USD 5-6 bln necessary for it?

On the market, there is a lack of such types of rolling stock as gondola cars, wagons for minerals and cement transportation, and (during high season), wagons for grain transportation. Speaking of gondola cars, according to different evaluations, 35-40 thousand units of this type of rolling stock are required (their approximate cost is USD 1.4 bln, if a large consignment is purchased at once). The approximate amount of wagons for minerals transportation, which is necessary, is 2 thousand units (meanwhile under normal conditions the demand could be fulfilled by the processing plants and the producers).

Naturally, the rolling stock park should be renewed, since it gradually becomes disfunctional. But investments can be attracted and companies-operators can be developed more actively, because the initial target was to increase the private wagon park to 50% by 2010. And it is being realized nowadays: private companies own no less than 30% of the fleet. If the Cargo Company is created, the target will be reached from a different side.

– Do you share the opinion that after the launch of the Cargo Company, there appears the threat of unfair rolling stock providing?

– Of course, when it is launched, there appears a temptation to use the powerful administrative resource at the operators’ expense. First of all, it considers the immediate delivery of wagons for loading and the way the Cargo Company accepts applications for transportation, as well as the payments for wagons idling on the tracks of OAO RZD (on some railways the daily fee for idling exceeds the cost of rent), the time and quality of repair. There are a lot of temptations. And OAO RZD’s telegrams issued in February showed that when something goes wrong, it is very easy to use the administrative resource to solve all the existing problems that must be solved by means of logistics and dispatching, which is more complicated. Besides, there are still no conditions for launching such a large company. As a result, it is not clear, how a company with the asset of 600 thousand wagons will operate without a proper normative base?

Moreover, even now we do not have a separate accounting for each type of activities. Meanwhile, at one of the meetings of the Coordinating Council in the Ministry of Transport, the company’s chairman proclaimed that the accounting for different types of activities is impossible, and only operational accounting can be held.

– If the launched company has the status of a carrier instead of an operator, will it resolve all the contradictions?

– Nowadays, according to the Code, there is only one carrier – OAO RZD. Besides, the independent carriers institution cannot be created in one day – two or three years are necessary for it. Speaking of the institution of competing market subjects, this must be a carrier different from what we imagine. Perhaps, it will be named in another way – «local» or «nomenclature», i.e. specializing in one type of cargo transportation or working on a definite route. So, in this situation, a normative base is badly required. Besides, the mechanism of relations between OAO RZD and the Cargo Company concerning wagon rent is not clear nowadays. I would not hurry and set the target of launching the company right now. Firstly, the juridical basis for it should be created; then the foreign experience (for example, the Kazakh or the Estonian one) should be examined. It is clear that OAO RZD has reasons to insist on the Cargo Company launch: there is a lack of funds, non-core assets are transferred too slowly, and there is the problem of cross-subsiding.

– Do you think that the Cargo Company will be launched next year?

– Nowadays, OAO RZD intends to launch the Cargo Company as fast as possible, and it will strive for that. If the process is inevitable, it is necessary to make it acceptable for everyone. Perhaps, we need to develop behaviour conditions for OAO RZD and the Cargo Company, work out the level of the minimal recommended rates etc.



Interviewed by NADEZHDA  VTORUSHINA
    [~DETAIL_TEXT] => In August, the volumes of export deliveries of oil and products by OOO BaltTransService significantly reduced; in September-October they made only 85% of the usual level. The company has to compensate for the losses by increasing transportation inside the country. Vladimir Prokofyev, President of the Association of Carriers and Rolling Stock Operators, CEO of OOO BaltTransService comments on the last summer tendencies on the oil bulk transportation market.



– Mr.Prokofyev, what changes have taken place in the segment of oil products transportation lately?

– Speaking of the common tendencies, first of all, the oil price reduced significantly in August-September 2006. Experts name different figures, but I believe, it is about 17-18%. Nevertheless, customs dues have been increased since October. As a result of the changes, there has emerged a very interesting situation on the market: since August, the price for oil products inside the country has been higher than the export one. Thus, the companies tried to compensate for the revenues by transportation of oil products on the domestic market; however, even now one can see that it is unable to cope with the offered volumes. Oilmen say in such cases «There is a price, but try to sell».

In such circumstances, it is much more profitable to trade oil products than oil for a number of reasons. Firstly, it is a product of refining. Secondly, the prices for it are higher, and the customs dues are lower than for crude oil.

– Are the existing capacities of Russian refineries loaded to the full? Is their increase necessary? Have the conditions stimulating refining and production of high-quality oil products been created?

– Russian refineries work at almost their full capacities now, and these capacities are very deteriorated, by the way (this year, because of the repair works at Yaroslavl refinery, which continued for over two months, a significant volume of oil products was not delivered to OOO BaltTransService). Moreover, Russian refineries fail to process oil to a profound level. Its level is 60-65% only: as a result, many oil products exported from Russia are re-refined. As far as I know, a project of oil products deep-processing is carried out at the refinery in Kirishi. The project is very expensive: according to different evaluations, its cost is USD 1-1.2 bln. Up to now, only 20-25% of the works have been fulfilled. Russian refineries constructed many years ago work at the breaking point. It does not concern the refineries in Bashkiria, which have always lacked their own crude oil. Speaking of the situation in general, I believe that there is a lack of refineries in Siberia, in particular they should be constructed in or not far from Krasnoyarsk or Irkutsk. 

– Do you think it is possible to attract new volumes of liquid bulk to the railway transport, for example, from neighbouring states?

– As for the reserve of oil and products transportation, I believe that it will not appear in the short-term prospect on European destinations (in fact, there has been no transportation of this kind for three years already). Perhaps, oil will be transported as transit from Kazakhstan or Azerbaijan. We discussed such an option, but it has not been approved because of the high transport constituent. 

Oil may be carried by railway only to China. It will be large volumes, but only before the pipeline is finished. Then, oil will not be transported in this direction by railway. As for oil products, by now all the flows have become stable, although last summer the transportation volumes were larger than usual.

However, since September, a significant reduction of transportation volumes has been observed. As far as I know, about 17 thousand tank wagons of OAO RZD have been put into reserve because of the lack of volumes. By the way, the latest data show that the park of OAO Russian Railways consists of 78 thousand tank wagons, 18.8 thousand of which are out-of-date. About 90-100 thousand tank wagons are owned by private companies. Thus, a greater part of oil bulk carried by rail (67.1%) is transported in private rolling stock. OOO BaltTransService transports about one tenth of the total rail oil transportation volume – about 20 mln tons per annum. (In 10 months of 2006 OOO BaltTransService carried 15.02 mln tons of oil and products, 7% up year-on-year). 

As for the acting park of tank wagons, it is sufficient for the existing transportation volume, and it is unreasonable to construct new ones. Besides, companies-operators have a good experience of private park exchange. For example, when OOO BaltTransService had a surplus of tank wagons, it rented them to the Far Eastern Oil Company. We also cooperated with YukosTransService and OAO Novaya Perevozochnaya Kompaniya. Such practice became possible due to the significant difference in the rent rates between OAO RZD and private companies. The latter’s rates are 30% lower than the ones of OAO Russian Railways. Thus, one day of OAO RZD’s tank wagon for oil products transportation rent costs USD 31.8, and an operator rents a tank wagon for USD 21-22 per day. I believe that those out-of-date 18 thousand of tank wagons owned by OAO RZD should be written off. This will put the park in order, the whole rolling stock park will work actively during the year, and operators and OAO RZD will be able to exchange fleet if necessary. 

– Do you think the situation with repair of private rolling stock has changed after the Central Direction for Freight Wagons Repair was launched in April? Its main target was to give equal opportunities for private companies’ and OAO RZD’s rolling stock repair.

– It is too early to make conclusions now, but I believe, the result must be positive. At least, it is an attempt to make wagon repair a separate type of activities and a separate type of expenses. The main thing here is to create normal market relations, the enterprises must guarantee some definite running after the repair, and eliminate defects if there are any. So far it is only words. But a clear mechanism must be worked out. For example, it is not clear, what one should do, if a wagon repaired in Saint-Petersburg got broken somewhere in the Far Eastern region. The cost of repair is different in every region.

– Earlier you said that the company plans to purchase a repair depot…

– Yes, we are getting ready for it. Meanwhile, if the company copes somehow with wagons repair, the situation with locomotives is very complicated: there are too few places where maintenance repair can be provided. Nowadays, we have found one depot, a rather old one. It works at 25% of its capacity now, and OAO RZD will hardly reconstruct it in the near future. So, we are to define the mechanism of its transfer to the company’s property. According to preliminary evaluations, USD 12-17 mln must be invested into the depot for it to work at the full capacity.

– Mr.Prokofyev, and what is your attitude to the idea of the Cargo Company launch? 

 – I believe that it is too early to launch the Cargo Company now: the issue requires a lot of preparatory work. When they say it is a panacea from all the illnesses, there are many objections. Firstly, companies-operators, which achieved good results, have a large staff that requires large overhead expenses. Besides, the approach of private operators to transportation differs from the principle of OAO RZD, which has only such basic figures as «loading» and «unloading». Operators monitor wagons from door-to-door. So, OAO RZD will either have to revise its system of planning and work or hire additional staff. And most likely, the company will have to do both. 

Besides, it should be taken into consideration that oil companies know the tariff system pretty well now, and they can calculate the wagon turnover and the rent price, so they use market mechanisms of competition, which is very strong in the sector of transportation. Now many companies-operators have such discounts that if the turnover is not observed, they will suffer losses. At the same time, the expenses on rolling stock maintenance and repair, especially taking into account the deteriorated park of OAO RZD, should be taken into consideration. Meanwhile, the temptation to dump is very strong. Well, dumping is considered to make no good to anyone, but operators are not optimistic about it.

– Do you think the initial targets of the Cargo Company launch are reasonable?

– According to the Concept, the main target is to launch a company-operator, hold its IPO, and sell its shares to renew the rolling stock park. The position of OAO RZD is quite understandable. There is another question: what rolling stock is required nowadays, and is the mentioned sum of USD 5-6 bln necessary for it?

On the market, there is a lack of such types of rolling stock as gondola cars, wagons for minerals and cement transportation, and (during high season), wagons for grain transportation. Speaking of gondola cars, according to different evaluations, 35-40 thousand units of this type of rolling stock are required (their approximate cost is USD 1.4 bln, if a large consignment is purchased at once). The approximate amount of wagons for minerals transportation, which is necessary, is 2 thousand units (meanwhile under normal conditions the demand could be fulfilled by the processing plants and the producers).

Naturally, the rolling stock park should be renewed, since it gradually becomes disfunctional. But investments can be attracted and companies-operators can be developed more actively, because the initial target was to increase the private wagon park to 50% by 2010. And it is being realized nowadays: private companies own no less than 30% of the fleet. If the Cargo Company is created, the target will be reached from a different side.

– Do you share the opinion that after the launch of the Cargo Company, there appears the threat of unfair rolling stock providing?

– Of course, when it is launched, there appears a temptation to use the powerful administrative resource at the operators’ expense. First of all, it considers the immediate delivery of wagons for loading and the way the Cargo Company accepts applications for transportation, as well as the payments for wagons idling on the tracks of OAO RZD (on some railways the daily fee for idling exceeds the cost of rent), the time and quality of repair. There are a lot of temptations. And OAO RZD’s telegrams issued in February showed that when something goes wrong, it is very easy to use the administrative resource to solve all the existing problems that must be solved by means of logistics and dispatching, which is more complicated. Besides, there are still no conditions for launching such a large company. As a result, it is not clear, how a company with the asset of 600 thousand wagons will operate without a proper normative base?

Moreover, even now we do not have a separate accounting for each type of activities. Meanwhile, at one of the meetings of the Coordinating Council in the Ministry of Transport, the company’s chairman proclaimed that the accounting for different types of activities is impossible, and only operational accounting can be held.

– If the launched company has the status of a carrier instead of an operator, will it resolve all the contradictions?

– Nowadays, according to the Code, there is only one carrier – OAO RZD. Besides, the independent carriers institution cannot be created in one day – two or three years are necessary for it. Speaking of the institution of competing market subjects, this must be a carrier different from what we imagine. Perhaps, it will be named in another way – «local» or «nomenclature», i.e. specializing in one type of cargo transportation or working on a definite route. So, in this situation, a normative base is badly required. Besides, the mechanism of relations between OAO RZD and the Cargo Company concerning wagon rent is not clear nowadays. I would not hurry and set the target of launching the company right now. Firstly, the juridical basis for it should be created; then the foreign experience (for example, the Kazakh or the Estonian one) should be examined. It is clear that OAO RZD has reasons to insist on the Cargo Company launch: there is a lack of funds, non-core assets are transferred too slowly, and there is the problem of cross-subsiding.

– Do you think that the Cargo Company will be launched next year?

– Nowadays, OAO RZD intends to launch the Cargo Company as fast as possible, and it will strive for that. If the process is inevitable, it is necessary to make it acceptable for everyone. Perhaps, we need to develop behaviour conditions for OAO RZD and the Cargo Company, work out the level of the minimal recommended rates etc.



Interviewed by NADEZHDA  VTORUSHINA
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    [DETAIL_TEXT] => In August, the volumes of export deliveries of oil and products by OOO BaltTransService significantly reduced; in September-October they made only 85% of the usual level. The company has to compensate for the losses by increasing transportation inside the country. Vladimir Prokofyev, President of the Association of Carriers and Rolling Stock Operators, CEO of OOO BaltTransService comments on the last summer tendencies on the oil bulk transportation market.



– Mr.Prokofyev, what changes have taken place in the segment of oil products transportation lately?

– Speaking of the common tendencies, first of all, the oil price reduced significantly in August-September 2006. Experts name different figures, but I believe, it is about 17-18%. Nevertheless, customs dues have been increased since October. As a result of the changes, there has emerged a very interesting situation on the market: since August, the price for oil products inside the country has been higher than the export one. Thus, the companies tried to compensate for the revenues by transportation of oil products on the domestic market; however, even now one can see that it is unable to cope with the offered volumes. Oilmen say in such cases «There is a price, but try to sell».

In such circumstances, it is much more profitable to trade oil products than oil for a number of reasons. Firstly, it is a product of refining. Secondly, the prices for it are higher, and the customs dues are lower than for crude oil.

– Are the existing capacities of Russian refineries loaded to the full? Is their increase necessary? Have the conditions stimulating refining and production of high-quality oil products been created?

– Russian refineries work at almost their full capacities now, and these capacities are very deteriorated, by the way (this year, because of the repair works at Yaroslavl refinery, which continued for over two months, a significant volume of oil products was not delivered to OOO BaltTransService). Moreover, Russian refineries fail to process oil to a profound level. Its level is 60-65% only: as a result, many oil products exported from Russia are re-refined. As far as I know, a project of oil products deep-processing is carried out at the refinery in Kirishi. The project is very expensive: according to different evaluations, its cost is USD 1-1.2 bln. Up to now, only 20-25% of the works have been fulfilled. Russian refineries constructed many years ago work at the breaking point. It does not concern the refineries in Bashkiria, which have always lacked their own crude oil. Speaking of the situation in general, I believe that there is a lack of refineries in Siberia, in particular they should be constructed in or not far from Krasnoyarsk or Irkutsk. 

– Do you think it is possible to attract new volumes of liquid bulk to the railway transport, for example, from neighbouring states?

– As for the reserve of oil and products transportation, I believe that it will not appear in the short-term prospect on European destinations (in fact, there has been no transportation of this kind for three years already). Perhaps, oil will be transported as transit from Kazakhstan or Azerbaijan. We discussed such an option, but it has not been approved because of the high transport constituent. 

Oil may be carried by railway only to China. It will be large volumes, but only before the pipeline is finished. Then, oil will not be transported in this direction by railway. As for oil products, by now all the flows have become stable, although last summer the transportation volumes were larger than usual.

However, since September, a significant reduction of transportation volumes has been observed. As far as I know, about 17 thousand tank wagons of OAO RZD have been put into reserve because of the lack of volumes. By the way, the latest data show that the park of OAO Russian Railways consists of 78 thousand tank wagons, 18.8 thousand of which are out-of-date. About 90-100 thousand tank wagons are owned by private companies. Thus, a greater part of oil bulk carried by rail (67.1%) is transported in private rolling stock. OOO BaltTransService transports about one tenth of the total rail oil transportation volume – about 20 mln tons per annum. (In 10 months of 2006 OOO BaltTransService carried 15.02 mln tons of oil and products, 7% up year-on-year). 

As for the acting park of tank wagons, it is sufficient for the existing transportation volume, and it is unreasonable to construct new ones. Besides, companies-operators have a good experience of private park exchange. For example, when OOO BaltTransService had a surplus of tank wagons, it rented them to the Far Eastern Oil Company. We also cooperated with YukosTransService and OAO Novaya Perevozochnaya Kompaniya. Such practice became possible due to the significant difference in the rent rates between OAO RZD and private companies. The latter’s rates are 30% lower than the ones of OAO Russian Railways. Thus, one day of OAO RZD’s tank wagon for oil products transportation rent costs USD 31.8, and an operator rents a tank wagon for USD 21-22 per day. I believe that those out-of-date 18 thousand of tank wagons owned by OAO RZD should be written off. This will put the park in order, the whole rolling stock park will work actively during the year, and operators and OAO RZD will be able to exchange fleet if necessary. 

– Do you think the situation with repair of private rolling stock has changed after the Central Direction for Freight Wagons Repair was launched in April? Its main target was to give equal opportunities for private companies’ and OAO RZD’s rolling stock repair.

– It is too early to make conclusions now, but I believe, the result must be positive. At least, it is an attempt to make wagon repair a separate type of activities and a separate type of expenses. The main thing here is to create normal market relations, the enterprises must guarantee some definite running after the repair, and eliminate defects if there are any. So far it is only words. But a clear mechanism must be worked out. For example, it is not clear, what one should do, if a wagon repaired in Saint-Petersburg got broken somewhere in the Far Eastern region. The cost of repair is different in every region.

– Earlier you said that the company plans to purchase a repair depot…

– Yes, we are getting ready for it. Meanwhile, if the company copes somehow with wagons repair, the situation with locomotives is very complicated: there are too few places where maintenance repair can be provided. Nowadays, we have found one depot, a rather old one. It works at 25% of its capacity now, and OAO RZD will hardly reconstruct it in the near future. So, we are to define the mechanism of its transfer to the company’s property. According to preliminary evaluations, USD 12-17 mln must be invested into the depot for it to work at the full capacity.

– Mr.Prokofyev, and what is your attitude to the idea of the Cargo Company launch? 

 – I believe that it is too early to launch the Cargo Company now: the issue requires a lot of preparatory work. When they say it is a panacea from all the illnesses, there are many objections. Firstly, companies-operators, which achieved good results, have a large staff that requires large overhead expenses. Besides, the approach of private operators to transportation differs from the principle of OAO RZD, which has only such basic figures as «loading» and «unloading». Operators monitor wagons from door-to-door. So, OAO RZD will either have to revise its system of planning and work or hire additional staff. And most likely, the company will have to do both. 

Besides, it should be taken into consideration that oil companies know the tariff system pretty well now, and they can calculate the wagon turnover and the rent price, so they use market mechanisms of competition, which is very strong in the sector of transportation. Now many companies-operators have such discounts that if the turnover is not observed, they will suffer losses. At the same time, the expenses on rolling stock maintenance and repair, especially taking into account the deteriorated park of OAO RZD, should be taken into consideration. Meanwhile, the temptation to dump is very strong. Well, dumping is considered to make no good to anyone, but operators are not optimistic about it.

– Do you think the initial targets of the Cargo Company launch are reasonable?

– According to the Concept, the main target is to launch a company-operator, hold its IPO, and sell its shares to renew the rolling stock park. The position of OAO RZD is quite understandable. There is another question: what rolling stock is required nowadays, and is the mentioned sum of USD 5-6 bln necessary for it?

On the market, there is a lack of such types of rolling stock as gondola cars, wagons for minerals and cement transportation, and (during high season), wagons for grain transportation. Speaking of gondola cars, according to different evaluations, 35-40 thousand units of this type of rolling stock are required (their approximate cost is USD 1.4 bln, if a large consignment is purchased at once). The approximate amount of wagons for minerals transportation, which is necessary, is 2 thousand units (meanwhile under normal conditions the demand could be fulfilled by the processing plants and the producers).

Naturally, the rolling stock park should be renewed, since it gradually becomes disfunctional. But investments can be attracted and companies-operators can be developed more actively, because the initial target was to increase the private wagon park to 50% by 2010. And it is being realized nowadays: private companies own no less than 30% of the fleet. If the Cargo Company is created, the target will be reached from a different side.

– Do you share the opinion that after the launch of the Cargo Company, there appears the threat of unfair rolling stock providing?

– Of course, when it is launched, there appears a temptation to use the powerful administrative resource at the operators’ expense. First of all, it considers the immediate delivery of wagons for loading and the way the Cargo Company accepts applications for transportation, as well as the payments for wagons idling on the tracks of OAO RZD (on some railways the daily fee for idling exceeds the cost of rent), the time and quality of repair. There are a lot of temptations. And OAO RZD’s telegrams issued in February showed that when something goes wrong, it is very easy to use the administrative resource to solve all the existing problems that must be solved by means of logistics and dispatching, which is more complicated. Besides, there are still no conditions for launching such a large company. As a result, it is not clear, how a company with the asset of 600 thousand wagons will operate without a proper normative base?

Moreover, even now we do not have a separate accounting for each type of activities. Meanwhile, at one of the meetings of the Coordinating Council in the Ministry of Transport, the company’s chairman proclaimed that the accounting for different types of activities is impossible, and only operational accounting can be held.

– If the launched company has the status of a carrier instead of an operator, will it resolve all the contradictions?

– Nowadays, according to the Code, there is only one carrier – OAO RZD. Besides, the independent carriers institution cannot be created in one day – two or three years are necessary for it. Speaking of the institution of competing market subjects, this must be a carrier different from what we imagine. Perhaps, it will be named in another way – «local» or «nomenclature», i.e. specializing in one type of cargo transportation or working on a definite route. So, in this situation, a normative base is badly required. Besides, the mechanism of relations between OAO RZD and the Cargo Company concerning wagon rent is not clear nowadays. I would not hurry and set the target of launching the company right now. Firstly, the juridical basis for it should be created; then the foreign experience (for example, the Kazakh or the Estonian one) should be examined. It is clear that OAO RZD has reasons to insist on the Cargo Company launch: there is a lack of funds, non-core assets are transferred too slowly, and there is the problem of cross-subsiding.

– Do you think that the Cargo Company will be launched next year?

– Nowadays, OAO RZD intends to launch the Cargo Company as fast as possible, and it will strive for that. If the process is inevitable, it is necessary to make it acceptable for everyone. Perhaps, we need to develop behaviour conditions for OAO RZD and the Cargo Company, work out the level of the minimal recommended rates etc.



Interviewed by NADEZHDA  VTORUSHINA
    [~DETAIL_TEXT] => In August, the volumes of export deliveries of oil and products by OOO BaltTransService significantly reduced; in September-October they made only 85% of the usual level. The company has to compensate for the losses by increasing transportation inside the country. Vladimir Prokofyev, President of the Association of Carriers and Rolling Stock Operators, CEO of OOO BaltTransService comments on the last summer tendencies on the oil bulk transportation market.



– Mr.Prokofyev, what changes have taken place in the segment of oil products transportation lately?

– Speaking of the common tendencies, first of all, the oil price reduced significantly in August-September 2006. Experts name different figures, but I believe, it is about 17-18%. Nevertheless, customs dues have been increased since October. As a result of the changes, there has emerged a very interesting situation on the market: since August, the price for oil products inside the country has been higher than the export one. Thus, the companies tried to compensate for the revenues by transportation of oil products on the domestic market; however, even now one can see that it is unable to cope with the offered volumes. Oilmen say in such cases «There is a price, but try to sell».

In such circumstances, it is much more profitable to trade oil products than oil for a number of reasons. Firstly, it is a product of refining. Secondly, the prices for it are higher, and the customs dues are lower than for crude oil.

– Are the existing capacities of Russian refineries loaded to the full? Is their increase necessary? Have the conditions stimulating refining and production of high-quality oil products been created?

– Russian refineries work at almost their full capacities now, and these capacities are very deteriorated, by the way (this year, because of the repair works at Yaroslavl refinery, which continued for over two months, a significant volume of oil products was not delivered to OOO BaltTransService). Moreover, Russian refineries fail to process oil to a profound level. Its level is 60-65% only: as a result, many oil products exported from Russia are re-refined. As far as I know, a project of oil products deep-processing is carried out at the refinery in Kirishi. The project is very expensive: according to different evaluations, its cost is USD 1-1.2 bln. Up to now, only 20-25% of the works have been fulfilled. Russian refineries constructed many years ago work at the breaking point. It does not concern the refineries in Bashkiria, which have always lacked their own crude oil. Speaking of the situation in general, I believe that there is a lack of refineries in Siberia, in particular they should be constructed in or not far from Krasnoyarsk or Irkutsk. 

– Do you think it is possible to attract new volumes of liquid bulk to the railway transport, for example, from neighbouring states?

– As for the reserve of oil and products transportation, I believe that it will not appear in the short-term prospect on European destinations (in fact, there has been no transportation of this kind for three years already). Perhaps, oil will be transported as transit from Kazakhstan or Azerbaijan. We discussed such an option, but it has not been approved because of the high transport constituent. 

Oil may be carried by railway only to China. It will be large volumes, but only before the pipeline is finished. Then, oil will not be transported in this direction by railway. As for oil products, by now all the flows have become stable, although last summer the transportation volumes were larger than usual.

However, since September, a significant reduction of transportation volumes has been observed. As far as I know, about 17 thousand tank wagons of OAO RZD have been put into reserve because of the lack of volumes. By the way, the latest data show that the park of OAO Russian Railways consists of 78 thousand tank wagons, 18.8 thousand of which are out-of-date. About 90-100 thousand tank wagons are owned by private companies. Thus, a greater part of oil bulk carried by rail (67.1%) is transported in private rolling stock. OOO BaltTransService transports about one tenth of the total rail oil transportation volume – about 20 mln tons per annum. (In 10 months of 2006 OOO BaltTransService carried 15.02 mln tons of oil and products, 7% up year-on-year). 

As for the acting park of tank wagons, it is sufficient for the existing transportation volume, and it is unreasonable to construct new ones. Besides, companies-operators have a good experience of private park exchange. For example, when OOO BaltTransService had a surplus of tank wagons, it rented them to the Far Eastern Oil Company. We also cooperated with YukosTransService and OAO Novaya Perevozochnaya Kompaniya. Such practice became possible due to the significant difference in the rent rates between OAO RZD and private companies. The latter’s rates are 30% lower than the ones of OAO Russian Railways. Thus, one day of OAO RZD’s tank wagon for oil products transportation rent costs USD 31.8, and an operator rents a tank wagon for USD 21-22 per day. I believe that those out-of-date 18 thousand of tank wagons owned by OAO RZD should be written off. This will put the park in order, the whole rolling stock park will work actively during the year, and operators and OAO RZD will be able to exchange fleet if necessary. 

– Do you think the situation with repair of private rolling stock has changed after the Central Direction for Freight Wagons Repair was launched in April? Its main target was to give equal opportunities for private companies’ and OAO RZD’s rolling stock repair.

– It is too early to make conclusions now, but I believe, the result must be positive. At least, it is an attempt to make wagon repair a separate type of activities and a separate type of expenses. The main thing here is to create normal market relations, the enterprises must guarantee some definite running after the repair, and eliminate defects if there are any. So far it is only words. But a clear mechanism must be worked out. For example, it is not clear, what one should do, if a wagon repaired in Saint-Petersburg got broken somewhere in the Far Eastern region. The cost of repair is different in every region.

– Earlier you said that the company plans to purchase a repair depot…

– Yes, we are getting ready for it. Meanwhile, if the company copes somehow with wagons repair, the situation with locomotives is very complicated: there are too few places where maintenance repair can be provided. Nowadays, we have found one depot, a rather old one. It works at 25% of its capacity now, and OAO RZD will hardly reconstruct it in the near future. So, we are to define the mechanism of its transfer to the company’s property. According to preliminary evaluations, USD 12-17 mln must be invested into the depot for it to work at the full capacity.

– Mr.Prokofyev, and what is your attitude to the idea of the Cargo Company launch? 

 – I believe that it is too early to launch the Cargo Company now: the issue requires a lot of preparatory work. When they say it is a panacea from all the illnesses, there are many objections. Firstly, companies-operators, which achieved good results, have a large staff that requires large overhead expenses. Besides, the approach of private operators to transportation differs from the principle of OAO RZD, which has only such basic figures as «loading» and «unloading». Operators monitor wagons from door-to-door. So, OAO RZD will either have to revise its system of planning and work or hire additional staff. And most likely, the company will have to do both. 

Besides, it should be taken into consideration that oil companies know the tariff system pretty well now, and they can calculate the wagon turnover and the rent price, so they use market mechanisms of competition, which is very strong in the sector of transportation. Now many companies-operators have such discounts that if the turnover is not observed, they will suffer losses. At the same time, the expenses on rolling stock maintenance and repair, especially taking into account the deteriorated park of OAO RZD, should be taken into consideration. Meanwhile, the temptation to dump is very strong. Well, dumping is considered to make no good to anyone, but operators are not optimistic about it.

– Do you think the initial targets of the Cargo Company launch are reasonable?

– According to the Concept, the main target is to launch a company-operator, hold its IPO, and sell its shares to renew the rolling stock park. The position of OAO RZD is quite understandable. There is another question: what rolling stock is required nowadays, and is the mentioned sum of USD 5-6 bln necessary for it?

On the market, there is a lack of such types of rolling stock as gondola cars, wagons for minerals and cement transportation, and (during high season), wagons for grain transportation. Speaking of gondola cars, according to different evaluations, 35-40 thousand units of this type of rolling stock are required (their approximate cost is USD 1.4 bln, if a large consignment is purchased at once). The approximate amount of wagons for minerals transportation, which is necessary, is 2 thousand units (meanwhile under normal conditions the demand could be fulfilled by the processing plants and the producers).

Naturally, the rolling stock park should be renewed, since it gradually becomes disfunctional. But investments can be attracted and companies-operators can be developed more actively, because the initial target was to increase the private wagon park to 50% by 2010. And it is being realized nowadays: private companies own no less than 30% of the fleet. If the Cargo Company is created, the target will be reached from a different side.

– Do you share the opinion that after the launch of the Cargo Company, there appears the threat of unfair rolling stock providing?

– Of course, when it is launched, there appears a temptation to use the powerful administrative resource at the operators’ expense. First of all, it considers the immediate delivery of wagons for loading and the way the Cargo Company accepts applications for transportation, as well as the payments for wagons idling on the tracks of OAO RZD (on some railways the daily fee for idling exceeds the cost of rent), the time and quality of repair. There are a lot of temptations. And OAO RZD’s telegrams issued in February showed that when something goes wrong, it is very easy to use the administrative resource to solve all the existing problems that must be solved by means of logistics and dispatching, which is more complicated. Besides, there are still no conditions for launching such a large company. As a result, it is not clear, how a company with the asset of 600 thousand wagons will operate without a proper normative base?

Moreover, even now we do not have a separate accounting for each type of activities. Meanwhile, at one of the meetings of the Coordinating Council in the Ministry of Transport, the company’s chairman proclaimed that the accounting for different types of activities is impossible, and only operational accounting can be held.

– If the launched company has the status of a carrier instead of an operator, will it resolve all the contradictions?

– Nowadays, according to the Code, there is only one carrier – OAO RZD. Besides, the independent carriers institution cannot be created in one day – two or three years are necessary for it. Speaking of the institution of competing market subjects, this must be a carrier different from what we imagine. Perhaps, it will be named in another way – «local» or «nomenclature», i.e. specializing in one type of cargo transportation or working on a definite route. So, in this situation, a normative base is badly required. Besides, the mechanism of relations between OAO RZD and the Cargo Company concerning wagon rent is not clear nowadays. I would not hurry and set the target of launching the company right now. Firstly, the juridical basis for it should be created; then the foreign experience (for example, the Kazakh or the Estonian one) should be examined. It is clear that OAO RZD has reasons to insist on the Cargo Company launch: there is a lack of funds, non-core assets are transferred too slowly, and there is the problem of cross-subsiding.

– Do you think that the Cargo Company will be launched next year?

– Nowadays, OAO RZD intends to launch the Cargo Company as fast as possible, and it will strive for that. If the process is inevitable, it is necessary to make it acceptable for everyone. Perhaps, we need to develop behaviour conditions for OAO RZD and the Cargo Company, work out the level of the minimal recommended rates etc.



Interviewed by NADEZHDA  VTORUSHINA
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Oil Products Required

According to the data of the Ministry of Industry and Energy, in January-September 2006, almost 358 mln tons of oil was extracted, 2.4% up year-on-year. The leaders of the sector are OAO NK Lukoil, OAO NK Rosneft, NK TNK-BP, OAO Surgutneftegaz, OAO Gazpromneft. About 160 mln tons was exported (taking into account transportation from the refineries’ terminals), which is slightly less (-0.2%) comparing to the same period of 2005. At the same time, there is a downward tendency in oil deliveries to Ukraine and growth of oil transportation to Byelorussia and Kazakhstan.

Deliveries of crude oil to the domestic market have increased. In 2005, 43.9% of the extracted oil was carried to the Russian refineries; this year the figure amounted to 45.2%, which caused the increase of the oil products production share (production of petrol increased by 6.8%, production of diesel fuel and residual fuel oil grew by 7% and 4.1% respectively). 

The results of the railway transport work in the sector of oil and products transportation prove the tendencies mentioned above, and simultaneously they demonstrate the fact that nowadays the country’s pipeline and railway transport system meets the requirements of the oil companies. 

According to the data of OAO RZD, the volume of oil bulk transportation grew by 4.4% (or by 7 mln tons). Thus, the total transportation volume amounted to 168.5 mln tons. The share of crude oil was 19.6%, and the one of oil products was 80.4% (or 135.5 mln tons).

The largest growth took place on the main oil loading railways of the network: the Kuibyshevskaya railway (the Kuibyshev railway; +8.5%), the Sverdlovskaya railway (the Sverdlovsk railway; +11.8%), the Severo-Kavkazskaya railway (the North-Caucasus railway; +19.8%) and the Gorkovskaya railway (the Gorkov railway; +10.2%). On the whole, before the end of the year, OAO RZD plans to transport about 235 mln tons of oil bulk, 4% up year-on-year.

However, in the last two years there appeared another tendency – reduction of crude oil transportation by railway. In three quarters of 2006, loading of crude oil decreased by 3.3%. On the contrary, loading of oil products increased by 3.3% year-on-year. Specialists explain the situation by the growth of the pipeline network carrying capacities, and by the favourable situation on the domestic market. The analysts of OAO RZD notice that since the beginning of the year domestic transportation of oil bulk has increased by 1.8%, while transportation of crude oil grew by 0.6% and the one of oil products reduced by 1%.

As for export, a more significant dynamics is observed in the sector. Nowadays, the share of export in the total structure of loading is 44%. Meanwhile, export of crude oil is about 20%. According to the data of the Centre of Transport Services of OAO RZD, since the beginning of 2006, the volume of oil products dispatched to foreign markets by railway transport grew by 7.6%, whereas transportation of crude oil also reduced by 7.6%. This year the main states - importers of Russian oil bulk are the Netherlands (30%), Italy (16%), China (11%) and Switzerland (10%). If only crude oil import is taken into account, the top list is as follows: China (47%), Italy (19%), and the Netherlands (15%).



Creating Conditions for Volumes Increase

In spite of the tendency of crude oil flow re-direction from the railway transport in the last two years, noted by experts, OAO RZD pays special attention to the development of the sector. Firstly, the share of liquid bulk in the structure of total loading on the Russian Railways network amounts to 17.4%, and to 23.5% in the structure of foreign trade transportation. Secondly, transportation of oil bulk refers to the third tariff class, thus it provides significant revenues. Finally, it was the boom of oil bulk transportation in 2003 that enabled the so called companies-operators to develop in Russia, which was the first step on the way to a market.

By now OAO RZD and private companies parks of oil and petrol tank wagons have become almost equal, and the volume of transportation of oil bulk in private rolling stock has surpassed the transportation in OAO RZD park. As a result, over 64% of the total volume of oil, carried along OAO RZD network is transported in private tank wagons, including 83% of crude oil volume and 60% of oil products volume.

Thus, the issue of competition between OAO RZD and private companies is crucial. OAO RZD has frequently offered to use the tariff deregulation mechanism in the sector, where the company is not a dominating one any longer. The second option to solve the problem is to launch independent structural subsidiaries specializing in oil bulk transportation, which could develop competition and reduce the tariff load on the consumers of railway transport services. 

OAO RZD specialists explain that the level of the transport constituent in the cost of oil bulk transportation by railway reduces due to the tariff policy implicated in the railway transport sector and the changes of the market situation, as well as oil prices. Thus, in the last five years, the average transport constituent reduced by 1.2% in the domestic transportation sector, and by 2.1% in the international transportation sphere. This year, the average transport constituent in the price of oil bulk is 4% in the domestic transportation sector, and 5-7%, when oil is carried for export.

This fact shows that cargo transportation by railway is very prospective, and that it would be reasonable to save the volumes for a long-term outlook.

Besides, the technical and logistic solutions currently discussed in OAO RZD will play an important role in the efficient work with the existing cargo flows. The company in cooperation with the CIS railway administrations develops prospective routes for energy cargoes transportation from the Caspian region, including railway-ferry communication. An intergovernmental agreement has been concluded, rules of freight transportation, exploitation and wagon number registration and accounting for freight wagons use were developed, as well as a number of other normative acts to optimize transportation on the route Kavkaz (Russia) – Poti (Georgia), Kavkaz (Russia) – Crimea (Ukraine) and Makhachkala (Russia) – Turkmenbashi (Tukmenia).



TATYANA  TOKAREVA
    [~DETAIL_TEXT] => 

Oil Products Required

According to the data of the Ministry of Industry and Energy, in January-September 2006, almost 358 mln tons of oil was extracted, 2.4% up year-on-year. The leaders of the sector are OAO NK Lukoil, OAO NK Rosneft, NK TNK-BP, OAO Surgutneftegaz, OAO Gazpromneft. About 160 mln tons was exported (taking into account transportation from the refineries’ terminals), which is slightly less (-0.2%) comparing to the same period of 2005. At the same time, there is a downward tendency in oil deliveries to Ukraine and growth of oil transportation to Byelorussia and Kazakhstan.

Deliveries of crude oil to the domestic market have increased. In 2005, 43.9% of the extracted oil was carried to the Russian refineries; this year the figure amounted to 45.2%, which caused the increase of the oil products production share (production of petrol increased by 6.8%, production of diesel fuel and residual fuel oil grew by 7% and 4.1% respectively). 

The results of the railway transport work in the sector of oil and products transportation prove the tendencies mentioned above, and simultaneously they demonstrate the fact that nowadays the country’s pipeline and railway transport system meets the requirements of the oil companies. 

According to the data of OAO RZD, the volume of oil bulk transportation grew by 4.4% (or by 7 mln tons). Thus, the total transportation volume amounted to 168.5 mln tons. The share of crude oil was 19.6%, and the one of oil products was 80.4% (or 135.5 mln tons).

The largest growth took place on the main oil loading railways of the network: the Kuibyshevskaya railway (the Kuibyshev railway; +8.5%), the Sverdlovskaya railway (the Sverdlovsk railway; +11.8%), the Severo-Kavkazskaya railway (the North-Caucasus railway; +19.8%) and the Gorkovskaya railway (the Gorkov railway; +10.2%). On the whole, before the end of the year, OAO RZD plans to transport about 235 mln tons of oil bulk, 4% up year-on-year.

However, in the last two years there appeared another tendency – reduction of crude oil transportation by railway. In three quarters of 2006, loading of crude oil decreased by 3.3%. On the contrary, loading of oil products increased by 3.3% year-on-year. Specialists explain the situation by the growth of the pipeline network carrying capacities, and by the favourable situation on the domestic market. The analysts of OAO RZD notice that since the beginning of the year domestic transportation of oil bulk has increased by 1.8%, while transportation of crude oil grew by 0.6% and the one of oil products reduced by 1%.

As for export, a more significant dynamics is observed in the sector. Nowadays, the share of export in the total structure of loading is 44%. Meanwhile, export of crude oil is about 20%. According to the data of the Centre of Transport Services of OAO RZD, since the beginning of 2006, the volume of oil products dispatched to foreign markets by railway transport grew by 7.6%, whereas transportation of crude oil also reduced by 7.6%. This year the main states - importers of Russian oil bulk are the Netherlands (30%), Italy (16%), China (11%) and Switzerland (10%). If only crude oil import is taken into account, the top list is as follows: China (47%), Italy (19%), and the Netherlands (15%).



Creating Conditions for Volumes Increase

In spite of the tendency of crude oil flow re-direction from the railway transport in the last two years, noted by experts, OAO RZD pays special attention to the development of the sector. Firstly, the share of liquid bulk in the structure of total loading on the Russian Railways network amounts to 17.4%, and to 23.5% in the structure of foreign trade transportation. Secondly, transportation of oil bulk refers to the third tariff class, thus it provides significant revenues. Finally, it was the boom of oil bulk transportation in 2003 that enabled the so called companies-operators to develop in Russia, which was the first step on the way to a market.

By now OAO RZD and private companies parks of oil and petrol tank wagons have become almost equal, and the volume of transportation of oil bulk in private rolling stock has surpassed the transportation in OAO RZD park. As a result, over 64% of the total volume of oil, carried along OAO RZD network is transported in private tank wagons, including 83% of crude oil volume and 60% of oil products volume.

Thus, the issue of competition between OAO RZD and private companies is crucial. OAO RZD has frequently offered to use the tariff deregulation mechanism in the sector, where the company is not a dominating one any longer. The second option to solve the problem is to launch independent structural subsidiaries specializing in oil bulk transportation, which could develop competition and reduce the tariff load on the consumers of railway transport services. 

OAO RZD specialists explain that the level of the transport constituent in the cost of oil bulk transportation by railway reduces due to the tariff policy implicated in the railway transport sector and the changes of the market situation, as well as oil prices. Thus, in the last five years, the average transport constituent reduced by 1.2% in the domestic transportation sector, and by 2.1% in the international transportation sphere. This year, the average transport constituent in the price of oil bulk is 4% in the domestic transportation sector, and 5-7%, when oil is carried for export.

This fact shows that cargo transportation by railway is very prospective, and that it would be reasonable to save the volumes for a long-term outlook.

Besides, the technical and logistic solutions currently discussed in OAO RZD will play an important role in the efficient work with the existing cargo flows. The company in cooperation with the CIS railway administrations develops prospective routes for energy cargoes transportation from the Caspian region, including railway-ferry communication. An intergovernmental agreement has been concluded, rules of freight transportation, exploitation and wagon number registration and accounting for freight wagons use were developed, as well as a number of other normative acts to optimize transportation on the route Kavkaz (Russia) – Poti (Georgia), Kavkaz (Russia) – Crimea (Ukraine) and Makhachkala (Russia) – Turkmenbashi (Tukmenia).



TATYANA  TOKAREVA
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Oil Products Required

According to the data of the Ministry of Industry and Energy, in January-September 2006, almost 358 mln tons of oil was extracted, 2.4% up year-on-year. The leaders of the sector are OAO NK Lukoil, OAO NK Rosneft, NK TNK-BP, OAO Surgutneftegaz, OAO Gazpromneft. About 160 mln tons was exported (taking into account transportation from the refineries’ terminals), which is slightly less (-0.2%) comparing to the same period of 2005. At the same time, there is a downward tendency in oil deliveries to Ukraine and growth of oil transportation to Byelorussia and Kazakhstan.

Deliveries of crude oil to the domestic market have increased. In 2005, 43.9% of the extracted oil was carried to the Russian refineries; this year the figure amounted to 45.2%, which caused the increase of the oil products production share (production of petrol increased by 6.8%, production of diesel fuel and residual fuel oil grew by 7% and 4.1% respectively). 

The results of the railway transport work in the sector of oil and products transportation prove the tendencies mentioned above, and simultaneously they demonstrate the fact that nowadays the country’s pipeline and railway transport system meets the requirements of the oil companies. 

According to the data of OAO RZD, the volume of oil bulk transportation grew by 4.4% (or by 7 mln tons). Thus, the total transportation volume amounted to 168.5 mln tons. The share of crude oil was 19.6%, and the one of oil products was 80.4% (or 135.5 mln tons).

The largest growth took place on the main oil loading railways of the network: the Kuibyshevskaya railway (the Kuibyshev railway; +8.5%), the Sverdlovskaya railway (the Sverdlovsk railway; +11.8%), the Severo-Kavkazskaya railway (the North-Caucasus railway; +19.8%) and the Gorkovskaya railway (the Gorkov railway; +10.2%). On the whole, before the end of the year, OAO RZD plans to transport about 235 mln tons of oil bulk, 4% up year-on-year.

However, in the last two years there appeared another tendency – reduction of crude oil transportation by railway. In three quarters of 2006, loading of crude oil decreased by 3.3%. On the contrary, loading of oil products increased by 3.3% year-on-year. Specialists explain the situation by the growth of the pipeline network carrying capacities, and by the favourable situation on the domestic market. The analysts of OAO RZD notice that since the beginning of the year domestic transportation of oil bulk has increased by 1.8%, while transportation of crude oil grew by 0.6% and the one of oil products reduced by 1%.

As for export, a more significant dynamics is observed in the sector. Nowadays, the share of export in the total structure of loading is 44%. Meanwhile, export of crude oil is about 20%. According to the data of the Centre of Transport Services of OAO RZD, since the beginning of 2006, the volume of oil products dispatched to foreign markets by railway transport grew by 7.6%, whereas transportation of crude oil also reduced by 7.6%. This year the main states - importers of Russian oil bulk are the Netherlands (30%), Italy (16%), China (11%) and Switzerland (10%). If only crude oil import is taken into account, the top list is as follows: China (47%), Italy (19%), and the Netherlands (15%).



Creating Conditions for Volumes Increase

In spite of the tendency of crude oil flow re-direction from the railway transport in the last two years, noted by experts, OAO RZD pays special attention to the development of the sector. Firstly, the share of liquid bulk in the structure of total loading on the Russian Railways network amounts to 17.4%, and to 23.5% in the structure of foreign trade transportation. Secondly, transportation of oil bulk refers to the third tariff class, thus it provides significant revenues. Finally, it was the boom of oil bulk transportation in 2003 that enabled the so called companies-operators to develop in Russia, which was the first step on the way to a market.

By now OAO RZD and private companies parks of oil and petrol tank wagons have become almost equal, and the volume of transportation of oil bulk in private rolling stock has surpassed the transportation in OAO RZD park. As a result, over 64% of the total volume of oil, carried along OAO RZD network is transported in private tank wagons, including 83% of crude oil volume and 60% of oil products volume.

Thus, the issue of competition between OAO RZD and private companies is crucial. OAO RZD has frequently offered to use the tariff deregulation mechanism in the sector, where the company is not a dominating one any longer. The second option to solve the problem is to launch independent structural subsidiaries specializing in oil bulk transportation, which could develop competition and reduce the tariff load on the consumers of railway transport services. 

OAO RZD specialists explain that the level of the transport constituent in the cost of oil bulk transportation by railway reduces due to the tariff policy implicated in the railway transport sector and the changes of the market situation, as well as oil prices. Thus, in the last five years, the average transport constituent reduced by 1.2% in the domestic transportation sector, and by 2.1% in the international transportation sphere. This year, the average transport constituent in the price of oil bulk is 4% in the domestic transportation sector, and 5-7%, when oil is carried for export.

This fact shows that cargo transportation by railway is very prospective, and that it would be reasonable to save the volumes for a long-term outlook.

Besides, the technical and logistic solutions currently discussed in OAO RZD will play an important role in the efficient work with the existing cargo flows. The company in cooperation with the CIS railway administrations develops prospective routes for energy cargoes transportation from the Caspian region, including railway-ferry communication. An intergovernmental agreement has been concluded, rules of freight transportation, exploitation and wagon number registration and accounting for freight wagons use were developed, as well as a number of other normative acts to optimize transportation on the route Kavkaz (Russia) – Poti (Georgia), Kavkaz (Russia) – Crimea (Ukraine) and Makhachkala (Russia) – Turkmenbashi (Tukmenia).



TATYANA  TOKAREVA
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Oil Products Required

According to the data of the Ministry of Industry and Energy, in January-September 2006, almost 358 mln tons of oil was extracted, 2.4% up year-on-year. The leaders of the sector are OAO NK Lukoil, OAO NK Rosneft, NK TNK-BP, OAO Surgutneftegaz, OAO Gazpromneft. About 160 mln tons was exported (taking into account transportation from the refineries’ terminals), which is slightly less (-0.2%) comparing to the same period of 2005. At the same time, there is a downward tendency in oil deliveries to Ukraine and growth of oil transportation to Byelorussia and Kazakhstan.

Deliveries of crude oil to the domestic market have increased. In 2005, 43.9% of the extracted oil was carried to the Russian refineries; this year the figure amounted to 45.2%, which caused the increase of the oil products production share (production of petrol increased by 6.8%, production of diesel fuel and residual fuel oil grew by 7% and 4.1% respectively). 

The results of the railway transport work in the sector of oil and products transportation prove the tendencies mentioned above, and simultaneously they demonstrate the fact that nowadays the country’s pipeline and railway transport system meets the requirements of the oil companies. 

According to the data of OAO RZD, the volume of oil bulk transportation grew by 4.4% (or by 7 mln tons). Thus, the total transportation volume amounted to 168.5 mln tons. The share of crude oil was 19.6%, and the one of oil products was 80.4% (or 135.5 mln tons).

The largest growth took place on the main oil loading railways of the network: the Kuibyshevskaya railway (the Kuibyshev railway; +8.5%), the Sverdlovskaya railway (the Sverdlovsk railway; +11.8%), the Severo-Kavkazskaya railway (the North-Caucasus railway; +19.8%) and the Gorkovskaya railway (the Gorkov railway; +10.2%). On the whole, before the end of the year, OAO RZD plans to transport about 235 mln tons of oil bulk, 4% up year-on-year.

However, in the last two years there appeared another tendency – reduction of crude oil transportation by railway. In three quarters of 2006, loading of crude oil decreased by 3.3%. On the contrary, loading of oil products increased by 3.3% year-on-year. Specialists explain the situation by the growth of the pipeline network carrying capacities, and by the favourable situation on the domestic market. The analysts of OAO RZD notice that since the beginning of the year domestic transportation of oil bulk has increased by 1.8%, while transportation of crude oil grew by 0.6% and the one of oil products reduced by 1%.

As for export, a more significant dynamics is observed in the sector. Nowadays, the share of export in the total structure of loading is 44%. Meanwhile, export of crude oil is about 20%. According to the data of the Centre of Transport Services of OAO RZD, since the beginning of 2006, the volume of oil products dispatched to foreign markets by railway transport grew by 7.6%, whereas transportation of crude oil also reduced by 7.6%. This year the main states - importers of Russian oil bulk are the Netherlands (30%), Italy (16%), China (11%) and Switzerland (10%). If only crude oil import is taken into account, the top list is as follows: China (47%), Italy (19%), and the Netherlands (15%).



Creating Conditions for Volumes Increase

In spite of the tendency of crude oil flow re-direction from the railway transport in the last two years, noted by experts, OAO RZD pays special attention to the development of the sector. Firstly, the share of liquid bulk in the structure of total loading on the Russian Railways network amounts to 17.4%, and to 23.5% in the structure of foreign trade transportation. Secondly, transportation of oil bulk refers to the third tariff class, thus it provides significant revenues. Finally, it was the boom of oil bulk transportation in 2003 that enabled the so called companies-operators to develop in Russia, which was the first step on the way to a market.

By now OAO RZD and private companies parks of oil and petrol tank wagons have become almost equal, and the volume of transportation of oil bulk in private rolling stock has surpassed the transportation in OAO RZD park. As a result, over 64% of the total volume of oil, carried along OAO RZD network is transported in private tank wagons, including 83% of crude oil volume and 60% of oil products volume.

Thus, the issue of competition between OAO RZD and private companies is crucial. OAO RZD has frequently offered to use the tariff deregulation mechanism in the sector, where the company is not a dominating one any longer. The second option to solve the problem is to launch independent structural subsidiaries specializing in oil bulk transportation, which could develop competition and reduce the tariff load on the consumers of railway transport services. 

OAO RZD specialists explain that the level of the transport constituent in the cost of oil bulk transportation by railway reduces due to the tariff policy implicated in the railway transport sector and the changes of the market situation, as well as oil prices. Thus, in the last five years, the average transport constituent reduced by 1.2% in the domestic transportation sector, and by 2.1% in the international transportation sphere. This year, the average transport constituent in the price of oil bulk is 4% in the domestic transportation sector, and 5-7%, when oil is carried for export.

This fact shows that cargo transportation by railway is very prospective, and that it would be reasonable to save the volumes for a long-term outlook.

Besides, the technical and logistic solutions currently discussed in OAO RZD will play an important role in the efficient work with the existing cargo flows. The company in cooperation with the CIS railway administrations develops prospective routes for energy cargoes transportation from the Caspian region, including railway-ferry communication. An intergovernmental agreement has been concluded, rules of freight transportation, exploitation and wagon number registration and accounting for freight wagons use were developed, as well as a number of other normative acts to optimize transportation on the route Kavkaz (Russia) – Poti (Georgia), Kavkaz (Russia) – Crimea (Ukraine) and Makhachkala (Russia) – Turkmenbashi (Tukmenia).



TATYANA  TOKAREVA
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    [DETAIL_TEXT] => On September 19, «Baltiysk» ferry arrived at the port of Mukran, thus symbolizing the start of Ust-Luga-Baltiysk-German ports ferry line. The event is very significant because the «export» constituent of the ferry line has not only political but also economical importance, since most experts are sure that a ferry line can be profitable only in case of international transportation. The RF Ministry of Transport promises that till the end of the year the line Baltiysk-Mukran will transport vehicles only, but as of 2007, when the technical and technological works are completed in the German port, the ferry will work at its full capacity.

The Head of the port of Mukran Harm Sivers is convinced that the railway-ferry communication with Russian and the Baltic states will develop. In 2005, the port’s throughput was over 5 million tons, including 4.8 million tons transported to and from Scandinavia, the Baltic states and Russia.

What are the real economic prospects of the line? Experts’ opinions differ. A representative of the port of Hamburg in Russia Dmitry Vasilyev notes that the freight flow can run to the port of Mukran only if three basic conditions are observed. There must be launched a single operator (with a developed sales network in both Germany and Russia); an adequate and flexible tariff policy is necessary; and there must be a balanced cargo stream in both directions. D.Vasilyev reminded of a number of peculiarities of Mukran, which restrict its development. In particular, it is the port’s location in the recreation zone on the Rugen island, which is why a significant amount of freight road transport cannot be attracted to the region of the port. Besides, the level of the logistic infrastructure on the territory is not very high.

Specialists of Lietuvos gelezinkeliai (Lithuanian railways) are skeptical about the economical future of the project and call it «purely political». They pay attention to the specific nature of the Klaipeda-Mukran line, which is quite intensive nowadays, but the line transports vehicles mainly. In 2006, on the «Vilnius» ferry a part of tracks was dismantled because of the small demand for wagons transportation. It is possible that the vessel will transport only vehicles in the near future. 

Director General of the port of Klaipeda told «The RZD-Partner International» that he believes there are no bases for optimistic forecasts of the Russian rail ferry’s profitable work. 

The Director of the ferry centre OOO GR-Travel Eduard Ezrokh said that he does not understand «what can be transported to and from Mukran in wagons». Ferries operating nowadays on the lines Saint-Petersburg – Western Europe transport small volumes: timber, empty containers, and very rarely ro-ro cargoes.



Timber Terminals Put into Operation

In the Irkutsk region, 35 terminals for timber loading have been put into operation. The Chairman of the Committee for Forestry and Timber Processing Industry of the regional Administration Vasily Sadliy said that 29 of them are independent terminals, launched on the base of regional enterprises of the timber industrial sector, and the other six terminals are their affiliates.

He noted that, as of November 1, 2006, all timber is shipped via the terminals, where it is received, weighed, sorted according to the type, crosscut, and stored till dispatch. Nowadays, the terminals take applications for rolling stock, after which the schedule of wagons delivery for the next month will be adjusted with the East-Siberian Railway. Besides, the top-management of the East-Siberian Railway informed all the points where timber is loaded that timber terminals will have privileges for wagon delivery.



Ukrzaliznytsya: Freight Transportation in January-September

The Ukrainian Statistics Committee reported that the volume of railway freight transportation in Ukraine amounted to 348 million tons in nine months of 2006, 6% up year-on-year. Cargo dispatch made 83.6% of the volume (291.4 million tons, 4.6% up year-on-year).

During the period, Ukrzaliznytsya transported 72.9 million tons of coal (+1.1% year-on-year), which made 25% of the total transported freight volume; 51.8 million tons of ore (+7.5%), 29.3 million tons of ferrous metals (+10.7%); 39.5 million tons of construction materials (+17.5%); 7.4 million tons of grain (+0.6%), and 7.8 million tons of cement (+10.4%).

Transportation of some cargoes increased, although in 2005 there was a reduction. For example, transportation volume of coke grew by 0.2% year-on-year to 7.4 million tons (in 2005 transportation of the cargo fell by 21.6%), transportation of ferrous metal scrap increased by 1.6% to 4.5 million tons (-9.5%). A different development took place in transportation of fertilizers, the volume of which reduced by 0.5% to 5.1 million tons (+12.3% in 2005).

The tendency for reducing the transportation volume of oil bulk continued. In nine months of 2006, 13.5 million tons of the cargo was carried by railway transport in Ukraine, 12% down year-on-year. In January-September 2005, the reduction made 16.2%. 



Via Estonia to China

In October, the Northern Port of the Estonian town Paldiski became part of the transit corridor between Western Europe and China. In the words of the Chairman of the Northern port of Palidiski Robert Antropov, Scandinavia is interested in a transit corridor via Sweden to import and export goods.

That is why last August, the Swedes opened a new container terminal Evle in their port. The terminal will be the place where industrial goods are accumulated. It is planned to service and load the cargo into containers and then to dispatch the containers to the continent.

«The containers will be received in Paldiski, and then we will deliver them to the railway, along which the freight will be carried to the port of Vostochny, and further via the Sea of Japan to Shanghai», said Robert Antropov. «The Northern port will be the link connecting the Swedish port Evle and the Chinese city of Shanghai – we call the corridor «Transsiberian», said R.Antropov. The first train with the delivered containers left for China at the end of October.

The participants of the project are the Swedish terminal of Evle, the port of Paldiski, the railway carrier in Estonia Spacecom, and the Russian company TransContainer, which will transfer the cargo to the agents in Shanghai.

Moreover, if the first three demonstrational trains arrive on time and face no problems on the way, three trains will be dispatched to/from Sweden per week, and this is over 160 container wagons. The Chairman of the Board of the Northern port believes that it is the first corridor for express transportation.



Large Multimodal Freight Complex to Be Built in Sheremetyevo

In the framework of the scaled modernization of Sheremetyevo airport, the construction of freight terminal Sheemetyevo-1 has started. A high-tech freight complex is planned, which will unite a lot of objects to organize the servicing of air, motor and railway transportation. All conditions will be created for consignors and consignees, who will be able to use all the three transport modes.

Nowadays, the freight flow in Sheremetyevo airport is distributed between three operators (Sheremetyevo-Cargo, Airport Moscow, and the Direction for Freight Transportation of Sheremetyevo Airport): each of them has its own warehouses and office rooms. According to the plans, there will be a complex in Sheremetyevo with a single infrastructure, which will include zones of freight storing and servicing, and zones of consignors and consignees servicing. Besides, there will be zones for the offices of air companies, their agents and transport and forwarding companies. A business-centre will be constructed on the territory of the multimodal freight complex Sheremetyevo-1; there will be customs and border services, as well as services of veterinary and quarantine control etc.

The infrastructure of the new complex envisages areas for servicing large-sized and heavy cargoes. «There are few airports in the world that can receive and service such cargoes», claims Andrey Savin, Advisor of the Director General of Sheremetyevo airport, freight terminal Sheremetyevo-1 construction project manager. «Special equipment and technologies are required to service heavy cargoes. The possibility of handling such cargoes to and from three transport modes on one territory will be one of the competitive advantages of Sheremetyevo airport. The system of land service is a very complicated technological process.

In the new complex, the flexible technology of freight servicing will be used: it will provide maximum speed and quality».

Soon, an open tender to develop the design-concept of the new freight complex for the international airport Sheremetyevo will be announced.



OAO Novaya Perevozochnaya Kompaniya: Results of Nine Months

In January-September 2006, OAO Novaya Perevozochnaya Kompaniya transported 28.755 million tons of cargoes, 14.1% up year-on-year.

In particular, the company transported 6.496 million tons of oil bulk (+33.3% year-on-year), 5.922 million tons of ore (+4.7%), 7.96 million tons of ferrous metals (+24.5%), 1.861 million tons of ferrous metals scrap, and 2.288 million tons of minerals and construction materials (+106.4%). The transportation volume of coal reduced by 50.6% year-on-year to 3.052 million tons. Till the end of the year the company plans to transport about 40 million tons of freight.

In January-September 2006, the revenues of OAO Novaya Perevozochnaya Kompaniya amounted to RUR 11.2 billion, 22% up year-on-year.



Throughput of Russian PortS Grew by 3%

In 10 months of 2006, the total throughput of the commercial sea ports of the Russian Federation exceeded 348 million tons, 3% up year-on-year. According to the data of the RF Association of Commercial Sea Ports, 145.2 million tons of solid bulk and 202.8 million tons of liquid bulk were handled, the growth made 0.5% and 4.8% respectively.

The stevedoring companies of the North-Western region handled over 45% of the total throughput. 158.3 million tons of freight was transported in the region, 7% (+10.3 million tons) up year-on-year. Handling of solid bulk increased by 3.7% (+2.1 million tons) year-on-year to 61.6 million tons. The sea ports of the North-Western region increased handling of liquid bulk by 9% (+8 million tons) to 96.7 million tons. The dynamics of the throughput growth was caused, first of all, by the increase of liquid bulk handling. OOO Spetsmornefteport (the port of Primorsk) increased oil bulk handling by 7 million tons year-on-year; OOO RPK-Vysotsk-Lukoil-II – by 2.6 million tons; the Sea Specialized Port of Vitino – by 1.98 million tons; FGUP Kaliningrad Sea Fish Port – by 1.8 million tons. As for the enterprises engaged in solid bulk handling, we can’t but mention OAO Rosterminalugol, operating on the territory of the Ust-Luga port. The company’s throughput grew by 2.3 million tons year-on-year. The increase of the throughput of these companies compensated for the reduction of handling in such ports as Saint-Petersburg and Murmansk.

The ports of the Southern basin handled 132.3 million tons of freight, which makes 38% of the total throughput of Russian ports. On the whole, the throughput of the region grew by 1.4% only (+1.7 million tons). Handling of solid bulk increased by 2.4% to 39 million tons, and the one of liquid bulk grew by 0.9% to 93.2 million tons.

The share of the Far Eastern ports amounted to 16% of the total throughput. 57.4 million tons was handled in the region, 3.4% down year-on-year. Oil bulk handling increased by 3% (+0.39 million tons) year-on-year to 12.8 million tons. However, hanling of solid bulk fell by 5% year-on-year (-2.4 million tons) to 44.5 million tons. The port of Vladivostok reduced handling of solid bulk by 2.5 million tons. The port of Nakhodka decreased handling of liquid bulk by 1 million tons year-on-year. The stevedoring companies of the port of Vanino increased handling of liquid bulk by 1.4 million tons.

    [~DETAIL_TEXT] => On September 19, «Baltiysk» ferry arrived at the port of Mukran, thus symbolizing the start of Ust-Luga-Baltiysk-German ports ferry line. The event is very significant because the «export» constituent of the ferry line has not only political but also economical importance, since most experts are sure that a ferry line can be profitable only in case of international transportation. The RF Ministry of Transport promises that till the end of the year the line Baltiysk-Mukran will transport vehicles only, but as of 2007, when the technical and technological works are completed in the German port, the ferry will work at its full capacity.

The Head of the port of Mukran Harm Sivers is convinced that the railway-ferry communication with Russian and the Baltic states will develop. In 2005, the port’s throughput was over 5 million tons, including 4.8 million tons transported to and from Scandinavia, the Baltic states and Russia.

What are the real economic prospects of the line? Experts’ opinions differ. A representative of the port of Hamburg in Russia Dmitry Vasilyev notes that the freight flow can run to the port of Mukran only if three basic conditions are observed. There must be launched a single operator (with a developed sales network in both Germany and Russia); an adequate and flexible tariff policy is necessary; and there must be a balanced cargo stream in both directions. D.Vasilyev reminded of a number of peculiarities of Mukran, which restrict its development. In particular, it is the port’s location in the recreation zone on the Rugen island, which is why a significant amount of freight road transport cannot be attracted to the region of the port. Besides, the level of the logistic infrastructure on the territory is not very high.

Specialists of Lietuvos gelezinkeliai (Lithuanian railways) are skeptical about the economical future of the project and call it «purely political». They pay attention to the specific nature of the Klaipeda-Mukran line, which is quite intensive nowadays, but the line transports vehicles mainly. In 2006, on the «Vilnius» ferry a part of tracks was dismantled because of the small demand for wagons transportation. It is possible that the vessel will transport only vehicles in the near future. 

Director General of the port of Klaipeda told «The RZD-Partner International» that he believes there are no bases for optimistic forecasts of the Russian rail ferry’s profitable work. 

The Director of the ferry centre OOO GR-Travel Eduard Ezrokh said that he does not understand «what can be transported to and from Mukran in wagons». Ferries operating nowadays on the lines Saint-Petersburg – Western Europe transport small volumes: timber, empty containers, and very rarely ro-ro cargoes.



Timber Terminals Put into Operation

In the Irkutsk region, 35 terminals for timber loading have been put into operation. The Chairman of the Committee for Forestry and Timber Processing Industry of the regional Administration Vasily Sadliy said that 29 of them are independent terminals, launched on the base of regional enterprises of the timber industrial sector, and the other six terminals are their affiliates.

He noted that, as of November 1, 2006, all timber is shipped via the terminals, where it is received, weighed, sorted according to the type, crosscut, and stored till dispatch. Nowadays, the terminals take applications for rolling stock, after which the schedule of wagons delivery for the next month will be adjusted with the East-Siberian Railway. Besides, the top-management of the East-Siberian Railway informed all the points where timber is loaded that timber terminals will have privileges for wagon delivery.



Ukrzaliznytsya: Freight Transportation in January-September

The Ukrainian Statistics Committee reported that the volume of railway freight transportation in Ukraine amounted to 348 million tons in nine months of 2006, 6% up year-on-year. Cargo dispatch made 83.6% of the volume (291.4 million tons, 4.6% up year-on-year).

During the period, Ukrzaliznytsya transported 72.9 million tons of coal (+1.1% year-on-year), which made 25% of the total transported freight volume; 51.8 million tons of ore (+7.5%), 29.3 million tons of ferrous metals (+10.7%); 39.5 million tons of construction materials (+17.5%); 7.4 million tons of grain (+0.6%), and 7.8 million tons of cement (+10.4%).

Transportation of some cargoes increased, although in 2005 there was a reduction. For example, transportation volume of coke grew by 0.2% year-on-year to 7.4 million tons (in 2005 transportation of the cargo fell by 21.6%), transportation of ferrous metal scrap increased by 1.6% to 4.5 million tons (-9.5%). A different development took place in transportation of fertilizers, the volume of which reduced by 0.5% to 5.1 million tons (+12.3% in 2005).

The tendency for reducing the transportation volume of oil bulk continued. In nine months of 2006, 13.5 million tons of the cargo was carried by railway transport in Ukraine, 12% down year-on-year. In January-September 2005, the reduction made 16.2%. 



Via Estonia to China

In October, the Northern Port of the Estonian town Paldiski became part of the transit corridor between Western Europe and China. In the words of the Chairman of the Northern port of Palidiski Robert Antropov, Scandinavia is interested in a transit corridor via Sweden to import and export goods.

That is why last August, the Swedes opened a new container terminal Evle in their port. The terminal will be the place where industrial goods are accumulated. It is planned to service and load the cargo into containers and then to dispatch the containers to the continent.

«The containers will be received in Paldiski, and then we will deliver them to the railway, along which the freight will be carried to the port of Vostochny, and further via the Sea of Japan to Shanghai», said Robert Antropov. «The Northern port will be the link connecting the Swedish port Evle and the Chinese city of Shanghai – we call the corridor «Transsiberian», said R.Antropov. The first train with the delivered containers left for China at the end of October.

The participants of the project are the Swedish terminal of Evle, the port of Paldiski, the railway carrier in Estonia Spacecom, and the Russian company TransContainer, which will transfer the cargo to the agents in Shanghai.

Moreover, if the first three demonstrational trains arrive on time and face no problems on the way, three trains will be dispatched to/from Sweden per week, and this is over 160 container wagons. The Chairman of the Board of the Northern port believes that it is the first corridor for express transportation.



Large Multimodal Freight Complex to Be Built in Sheremetyevo

In the framework of the scaled modernization of Sheremetyevo airport, the construction of freight terminal Sheemetyevo-1 has started. A high-tech freight complex is planned, which will unite a lot of objects to organize the servicing of air, motor and railway transportation. All conditions will be created for consignors and consignees, who will be able to use all the three transport modes.

Nowadays, the freight flow in Sheremetyevo airport is distributed between three operators (Sheremetyevo-Cargo, Airport Moscow, and the Direction for Freight Transportation of Sheremetyevo Airport): each of them has its own warehouses and office rooms. According to the plans, there will be a complex in Sheremetyevo with a single infrastructure, which will include zones of freight storing and servicing, and zones of consignors and consignees servicing. Besides, there will be zones for the offices of air companies, their agents and transport and forwarding companies. A business-centre will be constructed on the territory of the multimodal freight complex Sheremetyevo-1; there will be customs and border services, as well as services of veterinary and quarantine control etc.

The infrastructure of the new complex envisages areas for servicing large-sized and heavy cargoes. «There are few airports in the world that can receive and service such cargoes», claims Andrey Savin, Advisor of the Director General of Sheremetyevo airport, freight terminal Sheremetyevo-1 construction project manager. «Special equipment and technologies are required to service heavy cargoes. The possibility of handling such cargoes to and from three transport modes on one territory will be one of the competitive advantages of Sheremetyevo airport. The system of land service is a very complicated technological process.

In the new complex, the flexible technology of freight servicing will be used: it will provide maximum speed and quality».

Soon, an open tender to develop the design-concept of the new freight complex for the international airport Sheremetyevo will be announced.



OAO Novaya Perevozochnaya Kompaniya: Results of Nine Months

In January-September 2006, OAO Novaya Perevozochnaya Kompaniya transported 28.755 million tons of cargoes, 14.1% up year-on-year.

In particular, the company transported 6.496 million tons of oil bulk (+33.3% year-on-year), 5.922 million tons of ore (+4.7%), 7.96 million tons of ferrous metals (+24.5%), 1.861 million tons of ferrous metals scrap, and 2.288 million tons of minerals and construction materials (+106.4%). The transportation volume of coal reduced by 50.6% year-on-year to 3.052 million tons. Till the end of the year the company plans to transport about 40 million tons of freight.

In January-September 2006, the revenues of OAO Novaya Perevozochnaya Kompaniya amounted to RUR 11.2 billion, 22% up year-on-year.



Throughput of Russian PortS Grew by 3%

In 10 months of 2006, the total throughput of the commercial sea ports of the Russian Federation exceeded 348 million tons, 3% up year-on-year. According to the data of the RF Association of Commercial Sea Ports, 145.2 million tons of solid bulk and 202.8 million tons of liquid bulk were handled, the growth made 0.5% and 4.8% respectively.

The stevedoring companies of the North-Western region handled over 45% of the total throughput. 158.3 million tons of freight was transported in the region, 7% (+10.3 million tons) up year-on-year. Handling of solid bulk increased by 3.7% (+2.1 million tons) year-on-year to 61.6 million tons. The sea ports of the North-Western region increased handling of liquid bulk by 9% (+8 million tons) to 96.7 million tons. The dynamics of the throughput growth was caused, first of all, by the increase of liquid bulk handling. OOO Spetsmornefteport (the port of Primorsk) increased oil bulk handling by 7 million tons year-on-year; OOO RPK-Vysotsk-Lukoil-II – by 2.6 million tons; the Sea Specialized Port of Vitino – by 1.98 million tons; FGUP Kaliningrad Sea Fish Port – by 1.8 million tons. As for the enterprises engaged in solid bulk handling, we can’t but mention OAO Rosterminalugol, operating on the territory of the Ust-Luga port. The company’s throughput grew by 2.3 million tons year-on-year. The increase of the throughput of these companies compensated for the reduction of handling in such ports as Saint-Petersburg and Murmansk.

The ports of the Southern basin handled 132.3 million tons of freight, which makes 38% of the total throughput of Russian ports. On the whole, the throughput of the region grew by 1.4% only (+1.7 million tons). Handling of solid bulk increased by 2.4% to 39 million tons, and the one of liquid bulk grew by 0.9% to 93.2 million tons.

The share of the Far Eastern ports amounted to 16% of the total throughput. 57.4 million tons was handled in the region, 3.4% down year-on-year. Oil bulk handling increased by 3% (+0.39 million tons) year-on-year to 12.8 million tons. However, hanling of solid bulk fell by 5% year-on-year (-2.4 million tons) to 44.5 million tons. The port of Vladivostok reduced handling of solid bulk by 2.5 million tons. The port of Nakhodka decreased handling of liquid bulk by 1 million tons year-on-year. The stevedoring companies of the port of Vanino increased handling of liquid bulk by 1.4 million tons.

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    [DETAIL_TEXT] => On September 19, «Baltiysk» ferry arrived at the port of Mukran, thus symbolizing the start of Ust-Luga-Baltiysk-German ports ferry line. The event is very significant because the «export» constituent of the ferry line has not only political but also economical importance, since most experts are sure that a ferry line can be profitable only in case of international transportation. The RF Ministry of Transport promises that till the end of the year the line Baltiysk-Mukran will transport vehicles only, but as of 2007, when the technical and technological works are completed in the German port, the ferry will work at its full capacity.

The Head of the port of Mukran Harm Sivers is convinced that the railway-ferry communication with Russian and the Baltic states will develop. In 2005, the port’s throughput was over 5 million tons, including 4.8 million tons transported to and from Scandinavia, the Baltic states and Russia.

What are the real economic prospects of the line? Experts’ opinions differ. A representative of the port of Hamburg in Russia Dmitry Vasilyev notes that the freight flow can run to the port of Mukran only if three basic conditions are observed. There must be launched a single operator (with a developed sales network in both Germany and Russia); an adequate and flexible tariff policy is necessary; and there must be a balanced cargo stream in both directions. D.Vasilyev reminded of a number of peculiarities of Mukran, which restrict its development. In particular, it is the port’s location in the recreation zone on the Rugen island, which is why a significant amount of freight road transport cannot be attracted to the region of the port. Besides, the level of the logistic infrastructure on the territory is not very high.

Specialists of Lietuvos gelezinkeliai (Lithuanian railways) are skeptical about the economical future of the project and call it «purely political». They pay attention to the specific nature of the Klaipeda-Mukran line, which is quite intensive nowadays, but the line transports vehicles mainly. In 2006, on the «Vilnius» ferry a part of tracks was dismantled because of the small demand for wagons transportation. It is possible that the vessel will transport only vehicles in the near future. 

Director General of the port of Klaipeda told «The RZD-Partner International» that he believes there are no bases for optimistic forecasts of the Russian rail ferry’s profitable work. 

The Director of the ferry centre OOO GR-Travel Eduard Ezrokh said that he does not understand «what can be transported to and from Mukran in wagons». Ferries operating nowadays on the lines Saint-Petersburg – Western Europe transport small volumes: timber, empty containers, and very rarely ro-ro cargoes.



Timber Terminals Put into Operation

In the Irkutsk region, 35 terminals for timber loading have been put into operation. The Chairman of the Committee for Forestry and Timber Processing Industry of the regional Administration Vasily Sadliy said that 29 of them are independent terminals, launched on the base of regional enterprises of the timber industrial sector, and the other six terminals are their affiliates.

He noted that, as of November 1, 2006, all timber is shipped via the terminals, where it is received, weighed, sorted according to the type, crosscut, and stored till dispatch. Nowadays, the terminals take applications for rolling stock, after which the schedule of wagons delivery for the next month will be adjusted with the East-Siberian Railway. Besides, the top-management of the East-Siberian Railway informed all the points where timber is loaded that timber terminals will have privileges for wagon delivery.



Ukrzaliznytsya: Freight Transportation in January-September

The Ukrainian Statistics Committee reported that the volume of railway freight transportation in Ukraine amounted to 348 million tons in nine months of 2006, 6% up year-on-year. Cargo dispatch made 83.6% of the volume (291.4 million tons, 4.6% up year-on-year).

During the period, Ukrzaliznytsya transported 72.9 million tons of coal (+1.1% year-on-year), which made 25% of the total transported freight volume; 51.8 million tons of ore (+7.5%), 29.3 million tons of ferrous metals (+10.7%); 39.5 million tons of construction materials (+17.5%); 7.4 million tons of grain (+0.6%), and 7.8 million tons of cement (+10.4%).

Transportation of some cargoes increased, although in 2005 there was a reduction. For example, transportation volume of coke grew by 0.2% year-on-year to 7.4 million tons (in 2005 transportation of the cargo fell by 21.6%), transportation of ferrous metal scrap increased by 1.6% to 4.5 million tons (-9.5%). A different development took place in transportation of fertilizers, the volume of which reduced by 0.5% to 5.1 million tons (+12.3% in 2005).

The tendency for reducing the transportation volume of oil bulk continued. In nine months of 2006, 13.5 million tons of the cargo was carried by railway transport in Ukraine, 12% down year-on-year. In January-September 2005, the reduction made 16.2%. 



Via Estonia to China

In October, the Northern Port of the Estonian town Paldiski became part of the transit corridor between Western Europe and China. In the words of the Chairman of the Northern port of Palidiski Robert Antropov, Scandinavia is interested in a transit corridor via Sweden to import and export goods.

That is why last August, the Swedes opened a new container terminal Evle in their port. The terminal will be the place where industrial goods are accumulated. It is planned to service and load the cargo into containers and then to dispatch the containers to the continent.

«The containers will be received in Paldiski, and then we will deliver them to the railway, along which the freight will be carried to the port of Vostochny, and further via the Sea of Japan to Shanghai», said Robert Antropov. «The Northern port will be the link connecting the Swedish port Evle and the Chinese city of Shanghai – we call the corridor «Transsiberian», said R.Antropov. The first train with the delivered containers left for China at the end of October.

The participants of the project are the Swedish terminal of Evle, the port of Paldiski, the railway carrier in Estonia Spacecom, and the Russian company TransContainer, which will transfer the cargo to the agents in Shanghai.

Moreover, if the first three demonstrational trains arrive on time and face no problems on the way, three trains will be dispatched to/from Sweden per week, and this is over 160 container wagons. The Chairman of the Board of the Northern port believes that it is the first corridor for express transportation.



Large Multimodal Freight Complex to Be Built in Sheremetyevo

In the framework of the scaled modernization of Sheremetyevo airport, the construction of freight terminal Sheemetyevo-1 has started. A high-tech freight complex is planned, which will unite a lot of objects to organize the servicing of air, motor and railway transportation. All conditions will be created for consignors and consignees, who will be able to use all the three transport modes.

Nowadays, the freight flow in Sheremetyevo airport is distributed between three operators (Sheremetyevo-Cargo, Airport Moscow, and the Direction for Freight Transportation of Sheremetyevo Airport): each of them has its own warehouses and office rooms. According to the plans, there will be a complex in Sheremetyevo with a single infrastructure, which will include zones of freight storing and servicing, and zones of consignors and consignees servicing. Besides, there will be zones for the offices of air companies, their agents and transport and forwarding companies. A business-centre will be constructed on the territory of the multimodal freight complex Sheremetyevo-1; there will be customs and border services, as well as services of veterinary and quarantine control etc.

The infrastructure of the new complex envisages areas for servicing large-sized and heavy cargoes. «There are few airports in the world that can receive and service such cargoes», claims Andrey Savin, Advisor of the Director General of Sheremetyevo airport, freight terminal Sheremetyevo-1 construction project manager. «Special equipment and technologies are required to service heavy cargoes. The possibility of handling such cargoes to and from three transport modes on one territory will be one of the competitive advantages of Sheremetyevo airport. The system of land service is a very complicated technological process.

In the new complex, the flexible technology of freight servicing will be used: it will provide maximum speed and quality».

Soon, an open tender to develop the design-concept of the new freight complex for the international airport Sheremetyevo will be announced.



OAO Novaya Perevozochnaya Kompaniya: Results of Nine Months

In January-September 2006, OAO Novaya Perevozochnaya Kompaniya transported 28.755 million tons of cargoes, 14.1% up year-on-year.

In particular, the company transported 6.496 million tons of oil bulk (+33.3% year-on-year), 5.922 million tons of ore (+4.7%), 7.96 million tons of ferrous metals (+24.5%), 1.861 million tons of ferrous metals scrap, and 2.288 million tons of minerals and construction materials (+106.4%). The transportation volume of coal reduced by 50.6% year-on-year to 3.052 million tons. Till the end of the year the company plans to transport about 40 million tons of freight.

In January-September 2006, the revenues of OAO Novaya Perevozochnaya Kompaniya amounted to RUR 11.2 billion, 22% up year-on-year.



Throughput of Russian PortS Grew by 3%

In 10 months of 2006, the total throughput of the commercial sea ports of the Russian Federation exceeded 348 million tons, 3% up year-on-year. According to the data of the RF Association of Commercial Sea Ports, 145.2 million tons of solid bulk and 202.8 million tons of liquid bulk were handled, the growth made 0.5% and 4.8% respectively.

The stevedoring companies of the North-Western region handled over 45% of the total throughput. 158.3 million tons of freight was transported in the region, 7% (+10.3 million tons) up year-on-year. Handling of solid bulk increased by 3.7% (+2.1 million tons) year-on-year to 61.6 million tons. The sea ports of the North-Western region increased handling of liquid bulk by 9% (+8 million tons) to 96.7 million tons. The dynamics of the throughput growth was caused, first of all, by the increase of liquid bulk handling. OOO Spetsmornefteport (the port of Primorsk) increased oil bulk handling by 7 million tons year-on-year; OOO RPK-Vysotsk-Lukoil-II – by 2.6 million tons; the Sea Specialized Port of Vitino – by 1.98 million tons; FGUP Kaliningrad Sea Fish Port – by 1.8 million tons. As for the enterprises engaged in solid bulk handling, we can’t but mention OAO Rosterminalugol, operating on the territory of the Ust-Luga port. The company’s throughput grew by 2.3 million tons year-on-year. The increase of the throughput of these companies compensated for the reduction of handling in such ports as Saint-Petersburg and Murmansk.

The ports of the Southern basin handled 132.3 million tons of freight, which makes 38% of the total throughput of Russian ports. On the whole, the throughput of the region grew by 1.4% only (+1.7 million tons). Handling of solid bulk increased by 2.4% to 39 million tons, and the one of liquid bulk grew by 0.9% to 93.2 million tons.

The share of the Far Eastern ports amounted to 16% of the total throughput. 57.4 million tons was handled in the region, 3.4% down year-on-year. Oil bulk handling increased by 3% (+0.39 million tons) year-on-year to 12.8 million tons. However, hanling of solid bulk fell by 5% year-on-year (-2.4 million tons) to 44.5 million tons. The port of Vladivostok reduced handling of solid bulk by 2.5 million tons. The port of Nakhodka decreased handling of liquid bulk by 1 million tons year-on-year. The stevedoring companies of the port of Vanino increased handling of liquid bulk by 1.4 million tons.

    [~DETAIL_TEXT] => On September 19, «Baltiysk» ferry arrived at the port of Mukran, thus symbolizing the start of Ust-Luga-Baltiysk-German ports ferry line. The event is very significant because the «export» constituent of the ferry line has not only political but also economical importance, since most experts are sure that a ferry line can be profitable only in case of international transportation. The RF Ministry of Transport promises that till the end of the year the line Baltiysk-Mukran will transport vehicles only, but as of 2007, when the technical and technological works are completed in the German port, the ferry will work at its full capacity.

The Head of the port of Mukran Harm Sivers is convinced that the railway-ferry communication with Russian and the Baltic states will develop. In 2005, the port’s throughput was over 5 million tons, including 4.8 million tons transported to and from Scandinavia, the Baltic states and Russia.

What are the real economic prospects of the line? Experts’ opinions differ. A representative of the port of Hamburg in Russia Dmitry Vasilyev notes that the freight flow can run to the port of Mukran only if three basic conditions are observed. There must be launched a single operator (with a developed sales network in both Germany and Russia); an adequate and flexible tariff policy is necessary; and there must be a balanced cargo stream in both directions. D.Vasilyev reminded of a number of peculiarities of Mukran, which restrict its development. In particular, it is the port’s location in the recreation zone on the Rugen island, which is why a significant amount of freight road transport cannot be attracted to the region of the port. Besides, the level of the logistic infrastructure on the territory is not very high.

Specialists of Lietuvos gelezinkeliai (Lithuanian railways) are skeptical about the economical future of the project and call it «purely political». They pay attention to the specific nature of the Klaipeda-Mukran line, which is quite intensive nowadays, but the line transports vehicles mainly. In 2006, on the «Vilnius» ferry a part of tracks was dismantled because of the small demand for wagons transportation. It is possible that the vessel will transport only vehicles in the near future. 

Director General of the port of Klaipeda told «The RZD-Partner International» that he believes there are no bases for optimistic forecasts of the Russian rail ferry’s profitable work. 

The Director of the ferry centre OOO GR-Travel Eduard Ezrokh said that he does not understand «what can be transported to and from Mukran in wagons». Ferries operating nowadays on the lines Saint-Petersburg – Western Europe transport small volumes: timber, empty containers, and very rarely ro-ro cargoes.



Timber Terminals Put into Operation

In the Irkutsk region, 35 terminals for timber loading have been put into operation. The Chairman of the Committee for Forestry and Timber Processing Industry of the regional Administration Vasily Sadliy said that 29 of them are independent terminals, launched on the base of regional enterprises of the timber industrial sector, and the other six terminals are their affiliates.

He noted that, as of November 1, 2006, all timber is shipped via the terminals, where it is received, weighed, sorted according to the type, crosscut, and stored till dispatch. Nowadays, the terminals take applications for rolling stock, after which the schedule of wagons delivery for the next month will be adjusted with the East-Siberian Railway. Besides, the top-management of the East-Siberian Railway informed all the points where timber is loaded that timber terminals will have privileges for wagon delivery.



Ukrzaliznytsya: Freight Transportation in January-September

The Ukrainian Statistics Committee reported that the volume of railway freight transportation in Ukraine amounted to 348 million tons in nine months of 2006, 6% up year-on-year. Cargo dispatch made 83.6% of the volume (291.4 million tons, 4.6% up year-on-year).

During the period, Ukrzaliznytsya transported 72.9 million tons of coal (+1.1% year-on-year), which made 25% of the total transported freight volume; 51.8 million tons of ore (+7.5%), 29.3 million tons of ferrous metals (+10.7%); 39.5 million tons of construction materials (+17.5%); 7.4 million tons of grain (+0.6%), and 7.8 million tons of cement (+10.4%).

Transportation of some cargoes increased, although in 2005 there was a reduction. For example, transportation volume of coke grew by 0.2% year-on-year to 7.4 million tons (in 2005 transportation of the cargo fell by 21.6%), transportation of ferrous metal scrap increased by 1.6% to 4.5 million tons (-9.5%). A different development took place in transportation of fertilizers, the volume of which reduced by 0.5% to 5.1 million tons (+12.3% in 2005).

The tendency for reducing the transportation volume of oil bulk continued. In nine months of 2006, 13.5 million tons of the cargo was carried by railway transport in Ukraine, 12% down year-on-year. In January-September 2005, the reduction made 16.2%. 



Via Estonia to China

In October, the Northern Port of the Estonian town Paldiski became part of the transit corridor between Western Europe and China. In the words of the Chairman of the Northern port of Palidiski Robert Antropov, Scandinavia is interested in a transit corridor via Sweden to import and export goods.

That is why last August, the Swedes opened a new container terminal Evle in their port. The terminal will be the place where industrial goods are accumulated. It is planned to service and load the cargo into containers and then to dispatch the containers to the continent.

«The containers will be received in Paldiski, and then we will deliver them to the railway, along which the freight will be carried to the port of Vostochny, and further via the Sea of Japan to Shanghai», said Robert Antropov. «The Northern port will be the link connecting the Swedish port Evle and the Chinese city of Shanghai – we call the corridor «Transsiberian», said R.Antropov. The first train with the delivered containers left for China at the end of October.

The participants of the project are the Swedish terminal of Evle, the port of Paldiski, the railway carrier in Estonia Spacecom, and the Russian company TransContainer, which will transfer the cargo to the agents in Shanghai.

Moreover, if the first three demonstrational trains arrive on time and face no problems on the way, three trains will be dispatched to/from Sweden per week, and this is over 160 container wagons. The Chairman of the Board of the Northern port believes that it is the first corridor for express transportation.



Large Multimodal Freight Complex to Be Built in Sheremetyevo

In the framework of the scaled modernization of Sheremetyevo airport, the construction of freight terminal Sheemetyevo-1 has started. A high-tech freight complex is planned, which will unite a lot of objects to organize the servicing of air, motor and railway transportation. All conditions will be created for consignors and consignees, who will be able to use all the three transport modes.

Nowadays, the freight flow in Sheremetyevo airport is distributed between three operators (Sheremetyevo-Cargo, Airport Moscow, and the Direction for Freight Transportation of Sheremetyevo Airport): each of them has its own warehouses and office rooms. According to the plans, there will be a complex in Sheremetyevo with a single infrastructure, which will include zones of freight storing and servicing, and zones of consignors and consignees servicing. Besides, there will be zones for the offices of air companies, their agents and transport and forwarding companies. A business-centre will be constructed on the territory of the multimodal freight complex Sheremetyevo-1; there will be customs and border services, as well as services of veterinary and quarantine control etc.

The infrastructure of the new complex envisages areas for servicing large-sized and heavy cargoes. «There are few airports in the world that can receive and service such cargoes», claims Andrey Savin, Advisor of the Director General of Sheremetyevo airport, freight terminal Sheremetyevo-1 construction project manager. «Special equipment and technologies are required to service heavy cargoes. The possibility of handling such cargoes to and from three transport modes on one territory will be one of the competitive advantages of Sheremetyevo airport. The system of land service is a very complicated technological process.

In the new complex, the flexible technology of freight servicing will be used: it will provide maximum speed and quality».

Soon, an open tender to develop the design-concept of the new freight complex for the international airport Sheremetyevo will be announced.



OAO Novaya Perevozochnaya Kompaniya: Results of Nine Months

In January-September 2006, OAO Novaya Perevozochnaya Kompaniya transported 28.755 million tons of cargoes, 14.1% up year-on-year.

In particular, the company transported 6.496 million tons of oil bulk (+33.3% year-on-year), 5.922 million tons of ore (+4.7%), 7.96 million tons of ferrous metals (+24.5%), 1.861 million tons of ferrous metals scrap, and 2.288 million tons of minerals and construction materials (+106.4%). The transportation volume of coal reduced by 50.6% year-on-year to 3.052 million tons. Till the end of the year the company plans to transport about 40 million tons of freight.

In January-September 2006, the revenues of OAO Novaya Perevozochnaya Kompaniya amounted to RUR 11.2 billion, 22% up year-on-year.



Throughput of Russian PortS Grew by 3%

In 10 months of 2006, the total throughput of the commercial sea ports of the Russian Federation exceeded 348 million tons, 3% up year-on-year. According to the data of the RF Association of Commercial Sea Ports, 145.2 million tons of solid bulk and 202.8 million tons of liquid bulk were handled, the growth made 0.5% and 4.8% respectively.

The stevedoring companies of the North-Western region handled over 45% of the total throughput. 158.3 million tons of freight was transported in the region, 7% (+10.3 million tons) up year-on-year. Handling of solid bulk increased by 3.7% (+2.1 million tons) year-on-year to 61.6 million tons. The sea ports of the North-Western region increased handling of liquid bulk by 9% (+8 million tons) to 96.7 million tons. The dynamics of the throughput growth was caused, first of all, by the increase of liquid bulk handling. OOO Spetsmornefteport (the port of Primorsk) increased oil bulk handling by 7 million tons year-on-year; OOO RPK-Vysotsk-Lukoil-II – by 2.6 million tons; the Sea Specialized Port of Vitino – by 1.98 million tons; FGUP Kaliningrad Sea Fish Port – by 1.8 million tons. As for the enterprises engaged in solid bulk handling, we can’t but mention OAO Rosterminalugol, operating on the territory of the Ust-Luga port. The company’s throughput grew by 2.3 million tons year-on-year. The increase of the throughput of these companies compensated for the reduction of handling in such ports as Saint-Petersburg and Murmansk.

The ports of the Southern basin handled 132.3 million tons of freight, which makes 38% of the total throughput of Russian ports. On the whole, the throughput of the region grew by 1.4% only (+1.7 million tons). Handling of solid bulk increased by 2.4% to 39 million tons, and the one of liquid bulk grew by 0.9% to 93.2 million tons.

The share of the Far Eastern ports amounted to 16% of the total throughput. 57.4 million tons was handled in the region, 3.4% down year-on-year. Oil bulk handling increased by 3% (+0.39 million tons) year-on-year to 12.8 million tons. However, hanling of solid bulk fell by 5% year-on-year (-2.4 million tons) to 44.5 million tons. The port of Vladivostok reduced handling of solid bulk by 2.5 million tons. The port of Nakhodka decreased handling of liquid bulk by 1 million tons year-on-year. The stevedoring companies of the port of Vanino increased handling of liquid bulk by 1.4 million tons.

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    [DETAIL_TEXT] => During nine months of 2006 АО Eesti Raudtee (ER) transported over 23 million tons (-3% year-on-year). This was mainly caused by two factors: firstly, competition strengthening between transport companies in Estonian railway market and, secondly, an objective drop of transit transportation from Russia destined to ports of Estonia. Raivo Vare, Development Director, Member of the Board, is giving his view on the work of Estonian railways.



– Mr.Vare, what is AO Eesti Raudtee’s share in the structure of the aggregate transportation volume of Estonian Railways? In general, what is your view on cargo transportation implemented by the company since the beginning of this year?

– Nowadays ER transports over 70% of aggregate cargo flow on the Republic’s railways. Shares of such key operators as Westgate, Spacecom and Coal Terminal Trans are 18.7%, 8.2% и 2.9% respectively. Speaking of the dynamics in general, I should say that during 9 months of 2006 over 32.7 million tons was transported via the Estonian railway net, with a decrease of 1% year-on-year. The major reason for this drop is the drop of oil transit volumes to Estonian ports by 11.4%. At the same time coal transportation volumes grew twofold, which slightly compensated losses in oil transportation. Positive results can be registered for chemicals and ferrous metals (+30.8% and 26.3% respectively).

– It seems this huge growth demonstrated by ferrous metals and chemicals is explained by the Russian capital invested into Estonian terminals...

– The problem is you can often make mistakes in judging who really owns the terminal from the legal point of view. I can only say that a significant role in this respect belongs to the «owner’s quality», i.e. the goods owner, trading or transport structure. Actually, we can observe such big players of the Russian market as Kuzbassrazrezugol, Akron in the ports of Estonia. They own the cargo which loads their terminals. Speaking of oil, terminals’ capital belongs to transport companies who depend on domestic market conjuncture. When at the beginning of the year oil flow was re-routed to the Russian domestic market for objective reasons, terminal owners could not change the situation. 

– A painful problem for Russian railways is interaction between railway and port. How important is this problem for Estonia in terms of regular rail car service, their unloading and return?

– Our state solves this problem in an easier way than Russia does. We have always spoken of this very competitive advantage of Estonia: despite being interested in different areas, we are able to cooperate successfully. When a problem arises, we solve it together until a positive result is achieved.

Moreover, I’d like to draw your attention to the fact that the frequently repeated myth about poor Estonian capacities is not true. I can give some figures. According to preliminary forecasts, this year we shall transport about 44-45 million tons of cargo, wherein transit takes 40 million tons. Considering this, we guarantee that, even if transit flow grows up to 59 million tons per year, Estonian railways will have enough capacities for regular services. In fact, we will only have to improve and optimize our technology, but no serious investment into infrastructure is required.

– What is the average annual investment volume of АО Eesti Raudtee into infrastructure and what objects are considered key ones? 

– Investment volumes grow year by year. This year it will amount to 500 million of kroonas. Among key objects are the development of Narva border check-points and Pechory-Tartu sector reconstruction. The matter is Russian railways now altered its cargo flows map and passenger transportation is a priority for Saint-Petersburg – Moscow area. Thus, most part of cargo destined to Estonia goes via South border check-point, not via Narva and this resulted in overload. That is why this route is very important to us; we are reconstructing tracks and station, invest into IT, though, as far as I remember, ten years ago this check-point was regarded as an auxiliary one with rather poor capacity. 

I’d also like to add that we’ve already considered an investment programme worth 549 million kroonas for the next year. However, it looks a little bit illusive due to the negotiations held between the owners of АО Eesti Raudtee and Estonia state bodies. At the moment we’ve reasoned such volume of investment, but we can predict that, if the state controls Estonian railways next year, this programme can be expanded at the expense of the EU investment funds. 

– In general, how can you evaluate the level of cooperation with the Russian railways? Can we speak about any changes after the Baltic state joining the EU?

– I don’t think so. Transfer technology and data exchange have been improved, and document turnover optimized. Another thing is Russia has a problem with the necessary amount of hauling rolling stock. Its locomotive park is quite old as well. In other areas we do not have any problems. 

Moreover, I can’t help reminding of such project as «Baltic expert group». In November, Tallinn hosted its second session already. Representatives of all railways of the Baltic region join this group (Finland, Russia (the October and the Kaliningrad railways), Estonia, Latvia and Lithuania). Belorussia also participates, since this country is a cargo forming region for Latvia and Lithuania. The major task of the group is working out proposals on coordinated infrastructure development, and improvement of data exchange on the technological level for all the above-mentioned railways. Most importantly, this proves we are not rivals and do not compete but are trying to work in a cooperative way for the good of our clients.



TATAYANA  TOKAREVA
    [~DETAIL_TEXT] => During nine months of 2006 АО Eesti Raudtee (ER) transported over 23 million tons (-3% year-on-year). This was mainly caused by two factors: firstly, competition strengthening between transport companies in Estonian railway market and, secondly, an objective drop of transit transportation from Russia destined to ports of Estonia. Raivo Vare, Development Director, Member of the Board, is giving his view on the work of Estonian railways.



– Mr.Vare, what is AO Eesti Raudtee’s share in the structure of the aggregate transportation volume of Estonian Railways? In general, what is your view on cargo transportation implemented by the company since the beginning of this year?

– Nowadays ER transports over 70% of aggregate cargo flow on the Republic’s railways. Shares of such key operators as Westgate, Spacecom and Coal Terminal Trans are 18.7%, 8.2% и 2.9% respectively. Speaking of the dynamics in general, I should say that during 9 months of 2006 over 32.7 million tons was transported via the Estonian railway net, with a decrease of 1% year-on-year. The major reason for this drop is the drop of oil transit volumes to Estonian ports by 11.4%. At the same time coal transportation volumes grew twofold, which slightly compensated losses in oil transportation. Positive results can be registered for chemicals and ferrous metals (+30.8% and 26.3% respectively).

– It seems this huge growth demonstrated by ferrous metals and chemicals is explained by the Russian capital invested into Estonian terminals...

– The problem is you can often make mistakes in judging who really owns the terminal from the legal point of view. I can only say that a significant role in this respect belongs to the «owner’s quality», i.e. the goods owner, trading or transport structure. Actually, we can observe such big players of the Russian market as Kuzbassrazrezugol, Akron in the ports of Estonia. They own the cargo which loads their terminals. Speaking of oil, terminals’ capital belongs to transport companies who depend on domestic market conjuncture. When at the beginning of the year oil flow was re-routed to the Russian domestic market for objective reasons, terminal owners could not change the situation. 

– A painful problem for Russian railways is interaction between railway and port. How important is this problem for Estonia in terms of regular rail car service, their unloading and return?

– Our state solves this problem in an easier way than Russia does. We have always spoken of this very competitive advantage of Estonia: despite being interested in different areas, we are able to cooperate successfully. When a problem arises, we solve it together until a positive result is achieved.

Moreover, I’d like to draw your attention to the fact that the frequently repeated myth about poor Estonian capacities is not true. I can give some figures. According to preliminary forecasts, this year we shall transport about 44-45 million tons of cargo, wherein transit takes 40 million tons. Considering this, we guarantee that, even if transit flow grows up to 59 million tons per year, Estonian railways will have enough capacities for regular services. In fact, we will only have to improve and optimize our technology, but no serious investment into infrastructure is required.

– What is the average annual investment volume of АО Eesti Raudtee into infrastructure and what objects are considered key ones? 

– Investment volumes grow year by year. This year it will amount to 500 million of kroonas. Among key objects are the development of Narva border check-points and Pechory-Tartu sector reconstruction. The matter is Russian railways now altered its cargo flows map and passenger transportation is a priority for Saint-Petersburg – Moscow area. Thus, most part of cargo destined to Estonia goes via South border check-point, not via Narva and this resulted in overload. That is why this route is very important to us; we are reconstructing tracks and station, invest into IT, though, as far as I remember, ten years ago this check-point was regarded as an auxiliary one with rather poor capacity. 

I’d also like to add that we’ve already considered an investment programme worth 549 million kroonas for the next year. However, it looks a little bit illusive due to the negotiations held between the owners of АО Eesti Raudtee and Estonia state bodies. At the moment we’ve reasoned such volume of investment, but we can predict that, if the state controls Estonian railways next year, this programme can be expanded at the expense of the EU investment funds. 

– In general, how can you evaluate the level of cooperation with the Russian railways? Can we speak about any changes after the Baltic state joining the EU?

– I don’t think so. Transfer technology and data exchange have been improved, and document turnover optimized. Another thing is Russia has a problem with the necessary amount of hauling rolling stock. Its locomotive park is quite old as well. In other areas we do not have any problems. 

Moreover, I can’t help reminding of such project as «Baltic expert group». In November, Tallinn hosted its second session already. Representatives of all railways of the Baltic region join this group (Finland, Russia (the October and the Kaliningrad railways), Estonia, Latvia and Lithuania). Belorussia also participates, since this country is a cargo forming region for Latvia and Lithuania. The major task of the group is working out proposals on coordinated infrastructure development, and improvement of data exchange on the technological level for all the above-mentioned railways. Most importantly, this proves we are not rivals and do not compete but are trying to work in a cooperative way for the good of our clients.



TATAYANA  TOKAREVA
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    [DETAIL_TEXT] => During nine months of 2006 АО Eesti Raudtee (ER) transported over 23 million tons (-3% year-on-year). This was mainly caused by two factors: firstly, competition strengthening between transport companies in Estonian railway market and, secondly, an objective drop of transit transportation from Russia destined to ports of Estonia. Raivo Vare, Development Director, Member of the Board, is giving his view on the work of Estonian railways.



– Mr.Vare, what is AO Eesti Raudtee’s share in the structure of the aggregate transportation volume of Estonian Railways? In general, what is your view on cargo transportation implemented by the company since the beginning of this year?

– Nowadays ER transports over 70% of aggregate cargo flow on the Republic’s railways. Shares of such key operators as Westgate, Spacecom and Coal Terminal Trans are 18.7%, 8.2% и 2.9% respectively. Speaking of the dynamics in general, I should say that during 9 months of 2006 over 32.7 million tons was transported via the Estonian railway net, with a decrease of 1% year-on-year. The major reason for this drop is the drop of oil transit volumes to Estonian ports by 11.4%. At the same time coal transportation volumes grew twofold, which slightly compensated losses in oil transportation. Positive results can be registered for chemicals and ferrous metals (+30.8% and 26.3% respectively).

– It seems this huge growth demonstrated by ferrous metals and chemicals is explained by the Russian capital invested into Estonian terminals...

– The problem is you can often make mistakes in judging who really owns the terminal from the legal point of view. I can only say that a significant role in this respect belongs to the «owner’s quality», i.e. the goods owner, trading or transport structure. Actually, we can observe such big players of the Russian market as Kuzbassrazrezugol, Akron in the ports of Estonia. They own the cargo which loads their terminals. Speaking of oil, terminals’ capital belongs to transport companies who depend on domestic market conjuncture. When at the beginning of the year oil flow was re-routed to the Russian domestic market for objective reasons, terminal owners could not change the situation. 

– A painful problem for Russian railways is interaction between railway and port. How important is this problem for Estonia in terms of regular rail car service, their unloading and return?

– Our state solves this problem in an easier way than Russia does. We have always spoken of this very competitive advantage of Estonia: despite being interested in different areas, we are able to cooperate successfully. When a problem arises, we solve it together until a positive result is achieved.

Moreover, I’d like to draw your attention to the fact that the frequently repeated myth about poor Estonian capacities is not true. I can give some figures. According to preliminary forecasts, this year we shall transport about 44-45 million tons of cargo, wherein transit takes 40 million tons. Considering this, we guarantee that, even if transit flow grows up to 59 million tons per year, Estonian railways will have enough capacities for regular services. In fact, we will only have to improve and optimize our technology, but no serious investment into infrastructure is required.

– What is the average annual investment volume of АО Eesti Raudtee into infrastructure and what objects are considered key ones? 

– Investment volumes grow year by year. This year it will amount to 500 million of kroonas. Among key objects are the development of Narva border check-points and Pechory-Tartu sector reconstruction. The matter is Russian railways now altered its cargo flows map and passenger transportation is a priority for Saint-Petersburg – Moscow area. Thus, most part of cargo destined to Estonia goes via South border check-point, not via Narva and this resulted in overload. That is why this route is very important to us; we are reconstructing tracks and station, invest into IT, though, as far as I remember, ten years ago this check-point was regarded as an auxiliary one with rather poor capacity. 

I’d also like to add that we’ve already considered an investment programme worth 549 million kroonas for the next year. However, it looks a little bit illusive due to the negotiations held between the owners of АО Eesti Raudtee and Estonia state bodies. At the moment we’ve reasoned such volume of investment, but we can predict that, if the state controls Estonian railways next year, this programme can be expanded at the expense of the EU investment funds. 

– In general, how can you evaluate the level of cooperation with the Russian railways? Can we speak about any changes after the Baltic state joining the EU?

– I don’t think so. Transfer technology and data exchange have been improved, and document turnover optimized. Another thing is Russia has a problem with the necessary amount of hauling rolling stock. Its locomotive park is quite old as well. In other areas we do not have any problems. 

Moreover, I can’t help reminding of such project as «Baltic expert group». In November, Tallinn hosted its second session already. Representatives of all railways of the Baltic region join this group (Finland, Russia (the October and the Kaliningrad railways), Estonia, Latvia and Lithuania). Belorussia also participates, since this country is a cargo forming region for Latvia and Lithuania. The major task of the group is working out proposals on coordinated infrastructure development, and improvement of data exchange on the technological level for all the above-mentioned railways. Most importantly, this proves we are not rivals and do not compete but are trying to work in a cooperative way for the good of our clients.



TATAYANA  TOKAREVA
    [~DETAIL_TEXT] => During nine months of 2006 АО Eesti Raudtee (ER) transported over 23 million tons (-3% year-on-year). This was mainly caused by two factors: firstly, competition strengthening between transport companies in Estonian railway market and, secondly, an objective drop of transit transportation from Russia destined to ports of Estonia. Raivo Vare, Development Director, Member of the Board, is giving his view on the work of Estonian railways.



– Mr.Vare, what is AO Eesti Raudtee’s share in the structure of the aggregate transportation volume of Estonian Railways? In general, what is your view on cargo transportation implemented by the company since the beginning of this year?

– Nowadays ER transports over 70% of aggregate cargo flow on the Republic’s railways. Shares of such key operators as Westgate, Spacecom and Coal Terminal Trans are 18.7%, 8.2% и 2.9% respectively. Speaking of the dynamics in general, I should say that during 9 months of 2006 over 32.7 million tons was transported via the Estonian railway net, with a decrease of 1% year-on-year. The major reason for this drop is the drop of oil transit volumes to Estonian ports by 11.4%. At the same time coal transportation volumes grew twofold, which slightly compensated losses in oil transportation. Positive results can be registered for chemicals and ferrous metals (+30.8% and 26.3% respectively).

– It seems this huge growth demonstrated by ferrous metals and chemicals is explained by the Russian capital invested into Estonian terminals...

– The problem is you can often make mistakes in judging who really owns the terminal from the legal point of view. I can only say that a significant role in this respect belongs to the «owner’s quality», i.e. the goods owner, trading or transport structure. Actually, we can observe such big players of the Russian market as Kuzbassrazrezugol, Akron in the ports of Estonia. They own the cargo which loads their terminals. Speaking of oil, terminals’ capital belongs to transport companies who depend on domestic market conjuncture. When at the beginning of the year oil flow was re-routed to the Russian domestic market for objective reasons, terminal owners could not change the situation. 

– A painful problem for Russian railways is interaction between railway and port. How important is this problem for Estonia in terms of regular rail car service, their unloading and return?

– Our state solves this problem in an easier way than Russia does. We have always spoken of this very competitive advantage of Estonia: despite being interested in different areas, we are able to cooperate successfully. When a problem arises, we solve it together until a positive result is achieved.

Moreover, I’d like to draw your attention to the fact that the frequently repeated myth about poor Estonian capacities is not true. I can give some figures. According to preliminary forecasts, this year we shall transport about 44-45 million tons of cargo, wherein transit takes 40 million tons. Considering this, we guarantee that, even if transit flow grows up to 59 million tons per year, Estonian railways will have enough capacities for regular services. In fact, we will only have to improve and optimize our technology, but no serious investment into infrastructure is required.

– What is the average annual investment volume of АО Eesti Raudtee into infrastructure and what objects are considered key ones? 

– Investment volumes grow year by year. This year it will amount to 500 million of kroonas. Among key objects are the development of Narva border check-points and Pechory-Tartu sector reconstruction. The matter is Russian railways now altered its cargo flows map and passenger transportation is a priority for Saint-Petersburg – Moscow area. Thus, most part of cargo destined to Estonia goes via South border check-point, not via Narva and this resulted in overload. That is why this route is very important to us; we are reconstructing tracks and station, invest into IT, though, as far as I remember, ten years ago this check-point was regarded as an auxiliary one with rather poor capacity. 

I’d also like to add that we’ve already considered an investment programme worth 549 million kroonas for the next year. However, it looks a little bit illusive due to the negotiations held between the owners of АО Eesti Raudtee and Estonia state bodies. At the moment we’ve reasoned such volume of investment, but we can predict that, if the state controls Estonian railways next year, this programme can be expanded at the expense of the EU investment funds. 

– In general, how can you evaluate the level of cooperation with the Russian railways? Can we speak about any changes after the Baltic state joining the EU?

– I don’t think so. Transfer technology and data exchange have been improved, and document turnover optimized. Another thing is Russia has a problem with the necessary amount of hauling rolling stock. Its locomotive park is quite old as well. In other areas we do not have any problems. 

Moreover, I can’t help reminding of such project as «Baltic expert group». In November, Tallinn hosted its second session already. Representatives of all railways of the Baltic region join this group (Finland, Russia (the October and the Kaliningrad railways), Estonia, Latvia and Lithuania). Belorussia also participates, since this country is a cargo forming region for Latvia and Lithuania. The major task of the group is working out proposals on coordinated infrastructure development, and improvement of data exchange on the technological level for all the above-mentioned railways. Most importantly, this proves we are not rivals and do not compete but are trying to work in a cooperative way for the good of our clients.



TATAYANA  TOKAREVA
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