III КВАРТАЛ 2022Г. - 55 баллов
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In spite of the growth of freight volume carried by OAO RZD, it is obvious that the future of the railway sector belongs to the quality competition. Deputy CEO of the Center of Transport Services of OAO RZD Artur Kalukhov comments on the situation.
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[DETAIL_TEXT] => – Mr. Kalukhov, because of the shortage of rolling stock, the issue of efficiency when it comes to the use of the available wagon park is very important. Freight delivery time also matters a lot. However, over 10% of cargoes were delivered later than they should have been last year. What were the reasons for that?
– Because of the rapidly changing market situation, we often face irregular delivery of freight for further transportation, especially if the cargo is to be exported. Changes of cargo owners’ plans and re-direction of freight to alternative routes can cause idling of trains waiting for freight accumulation, and consequently, the departure time deviates from the one planned. On the other hand, the untimely unloading of wagons by consignors or ports also influences further regulation of the wagons. During summer trackworks, the train schedule is influenced by the
«gaps» time–table.
– Last year, one of the most important problems was the one of rolling stock shortage. Wagons of which types does the network lack now?
– There was a special demand for gondola cars, wagons for cement transportation and covered wagons for vehicles transportation in 2006. The amount of applications from transport organizations for the rent of such wagons increased. Realizing that the investment plans of OAO RZD will not compensate for the shortage, a number of measures stimulating private companies to purchase rolling stock were developed. Thus, decisions on differentiated indexation of tariffs of Part 2 Tariff Regulation № 10–01 were made. They are aimed at an increase of the wagon constituent for other owners of gondola cars (tariffs on freight transportation in gondola cars of OAO RZD’s park were indexed by 10.9%, and tariffs on transportation in private and public gondola cars were differentiated according to the types of cargoes: cargoes of the 1st class – by 3.7%, cargoes of the 2nd class – by 6.4%, and cargoes of the 3rd class – by 8.4%). Besides, the wagon constituent for wagon owners increased by 30–40%, which creates conditions reducing the payback period and increasing the attractiveness of investment into gondola cars park.
– Could you comment on the tariff policy of OAO RZD this year?
– The average index of tariff changes has amounted to 8% in 2007. To carry out the state policy aimed at leveling the tariffs on domestic and international freight transportation via Russian ports and border crossings, the differentiated indexation of tariffs on freight railway transportation was as follows: tariffs on transportation via border crossings remained the same as they were in 2006, and the average growth of tariffs on transportation inside the country and via Russian sea ports amounted to 10.9%. Since the tariffs on coal transportation were unified in 2006, they have been indexed by 8% in 2007. To create equal tariff conditions for freight transportation in containers and wagons, amendments were put to the acting Tariff Regulation № 10–01. Equal tariff conditions were established for timber transportation in universal flat wagons, flat wagons equipped with additional removable and non–removable facilities for timber transportation. Tariffs on non–ferrous metals, non–ferrous metal ore, vehicles, coke, shale and peat were unified. In the framework of the Rules of providing privileged tariffs to load the Far–Eastern direction and enhance the competitiveness of Russian cargoes on the market of South East Asia, decisions were made to keep and attract ferrous metals and mineral fertilizers for transportation. This year, railway tariffs on export transportation of ferrous metals and potassium chloride to RF Far Eastern ports remained the same as in 2006. Besides, the privileged tariffs on transportation of 8.88 mln tons of oil to China have been kept. Tariffs on transit freight transportation remained the same as in 2006 (in Swiss francs), and increased by 3.2% in US dollars due to the rate of exchange. A through rate for transportation of a new volume of export oil of 2.5 mln tons from Kazakhstan via the Ukrainian ports was developed in cooperation with the Ukrainian Railways and Tengizchevroil.
To provide fuel delivery to the distant regions of the state, the privileged tariffs on fuel delivery for the needs of power supply in the Far Eastern Federal region and the Arkhangelsk region were extended; however, it has been decided to abolish these privileged tariffs step–by–step, the discounts from the tariffs are to reduce in H1 of 2008, and they are to be abolished completely in H2 of 2008.
Tatyana Tokareva
[~DETAIL_TEXT] => – Mr. Kalukhov, because of the shortage of rolling stock, the issue of efficiency when it comes to the use of the available wagon park is very important. Freight delivery time also matters a lot. However, over 10% of cargoes were delivered later than they should have been last year. What were the reasons for that?
– Because of the rapidly changing market situation, we often face irregular delivery of freight for further transportation, especially if the cargo is to be exported. Changes of cargo owners’ plans and re-direction of freight to alternative routes can cause idling of trains waiting for freight accumulation, and consequently, the departure time deviates from the one planned. On the other hand, the untimely unloading of wagons by consignors or ports also influences further regulation of the wagons. During summer trackworks, the train schedule is influenced by the
«gaps» time–table.
– Last year, one of the most important problems was the one of rolling stock shortage. Wagons of which types does the network lack now?
– There was a special demand for gondola cars, wagons for cement transportation and covered wagons for vehicles transportation in 2006. The amount of applications from transport organizations for the rent of such wagons increased. Realizing that the investment plans of OAO RZD will not compensate for the shortage, a number of measures stimulating private companies to purchase rolling stock were developed. Thus, decisions on differentiated indexation of tariffs of Part 2 Tariff Regulation № 10–01 were made. They are aimed at an increase of the wagon constituent for other owners of gondola cars (tariffs on freight transportation in gondola cars of OAO RZD’s park were indexed by 10.9%, and tariffs on transportation in private and public gondola cars were differentiated according to the types of cargoes: cargoes of the 1st class – by 3.7%, cargoes of the 2nd class – by 6.4%, and cargoes of the 3rd class – by 8.4%). Besides, the wagon constituent for wagon owners increased by 30–40%, which creates conditions reducing the payback period and increasing the attractiveness of investment into gondola cars park.
– Could you comment on the tariff policy of OAO RZD this year?
– The average index of tariff changes has amounted to 8% in 2007. To carry out the state policy aimed at leveling the tariffs on domestic and international freight transportation via Russian ports and border crossings, the differentiated indexation of tariffs on freight railway transportation was as follows: tariffs on transportation via border crossings remained the same as they were in 2006, and the average growth of tariffs on transportation inside the country and via Russian sea ports amounted to 10.9%. Since the tariffs on coal transportation were unified in 2006, they have been indexed by 8% in 2007. To create equal tariff conditions for freight transportation in containers and wagons, amendments were put to the acting Tariff Regulation № 10–01. Equal tariff conditions were established for timber transportation in universal flat wagons, flat wagons equipped with additional removable and non–removable facilities for timber transportation. Tariffs on non–ferrous metals, non–ferrous metal ore, vehicles, coke, shale and peat were unified. In the framework of the Rules of providing privileged tariffs to load the Far–Eastern direction and enhance the competitiveness of Russian cargoes on the market of South East Asia, decisions were made to keep and attract ferrous metals and mineral fertilizers for transportation. This year, railway tariffs on export transportation of ferrous metals and potassium chloride to RF Far Eastern ports remained the same as in 2006. Besides, the privileged tariffs on transportation of 8.88 mln tons of oil to China have been kept. Tariffs on transit freight transportation remained the same as in 2006 (in Swiss francs), and increased by 3.2% in US dollars due to the rate of exchange. A through rate for transportation of a new volume of export oil of 2.5 mln tons from Kazakhstan via the Ukrainian ports was developed in cooperation with the Ukrainian Railways and Tengizchevroil.
To provide fuel delivery to the distant regions of the state, the privileged tariffs on fuel delivery for the needs of power supply in the Far Eastern Federal region and the Arkhangelsk region were extended; however, it has been decided to abolish these privileged tariffs step–by–step, the discounts from the tariffs are to reduce in H1 of 2008, and they are to be abolished completely in H2 of 2008.
Tatyana Tokareva
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[DETAIL_TEXT] => – Mr. Kalukhov, because of the shortage of rolling stock, the issue of efficiency when it comes to the use of the available wagon park is very important. Freight delivery time also matters a lot. However, over 10% of cargoes were delivered later than they should have been last year. What were the reasons for that?
– Because of the rapidly changing market situation, we often face irregular delivery of freight for further transportation, especially if the cargo is to be exported. Changes of cargo owners’ plans and re-direction of freight to alternative routes can cause idling of trains waiting for freight accumulation, and consequently, the departure time deviates from the one planned. On the other hand, the untimely unloading of wagons by consignors or ports also influences further regulation of the wagons. During summer trackworks, the train schedule is influenced by the
«gaps» time–table.
– Last year, one of the most important problems was the one of rolling stock shortage. Wagons of which types does the network lack now?
– There was a special demand for gondola cars, wagons for cement transportation and covered wagons for vehicles transportation in 2006. The amount of applications from transport organizations for the rent of such wagons increased. Realizing that the investment plans of OAO RZD will not compensate for the shortage, a number of measures stimulating private companies to purchase rolling stock were developed. Thus, decisions on differentiated indexation of tariffs of Part 2 Tariff Regulation № 10–01 were made. They are aimed at an increase of the wagon constituent for other owners of gondola cars (tariffs on freight transportation in gondola cars of OAO RZD’s park were indexed by 10.9%, and tariffs on transportation in private and public gondola cars were differentiated according to the types of cargoes: cargoes of the 1st class – by 3.7%, cargoes of the 2nd class – by 6.4%, and cargoes of the 3rd class – by 8.4%). Besides, the wagon constituent for wagon owners increased by 30–40%, which creates conditions reducing the payback period and increasing the attractiveness of investment into gondola cars park.
– Could you comment on the tariff policy of OAO RZD this year?
– The average index of tariff changes has amounted to 8% in 2007. To carry out the state policy aimed at leveling the tariffs on domestic and international freight transportation via Russian ports and border crossings, the differentiated indexation of tariffs on freight railway transportation was as follows: tariffs on transportation via border crossings remained the same as they were in 2006, and the average growth of tariffs on transportation inside the country and via Russian sea ports amounted to 10.9%. Since the tariffs on coal transportation were unified in 2006, they have been indexed by 8% in 2007. To create equal tariff conditions for freight transportation in containers and wagons, amendments were put to the acting Tariff Regulation № 10–01. Equal tariff conditions were established for timber transportation in universal flat wagons, flat wagons equipped with additional removable and non–removable facilities for timber transportation. Tariffs on non–ferrous metals, non–ferrous metal ore, vehicles, coke, shale and peat were unified. In the framework of the Rules of providing privileged tariffs to load the Far–Eastern direction and enhance the competitiveness of Russian cargoes on the market of South East Asia, decisions were made to keep and attract ferrous metals and mineral fertilizers for transportation. This year, railway tariffs on export transportation of ferrous metals and potassium chloride to RF Far Eastern ports remained the same as in 2006. Besides, the privileged tariffs on transportation of 8.88 mln tons of oil to China have been kept. Tariffs on transit freight transportation remained the same as in 2006 (in Swiss francs), and increased by 3.2% in US dollars due to the rate of exchange. A through rate for transportation of a new volume of export oil of 2.5 mln tons from Kazakhstan via the Ukrainian ports was developed in cooperation with the Ukrainian Railways and Tengizchevroil.
To provide fuel delivery to the distant regions of the state, the privileged tariffs on fuel delivery for the needs of power supply in the Far Eastern Federal region and the Arkhangelsk region were extended; however, it has been decided to abolish these privileged tariffs step–by–step, the discounts from the tariffs are to reduce in H1 of 2008, and they are to be abolished completely in H2 of 2008.
Tatyana Tokareva
[~DETAIL_TEXT] => – Mr. Kalukhov, because of the shortage of rolling stock, the issue of efficiency when it comes to the use of the available wagon park is very important. Freight delivery time also matters a lot. However, over 10% of cargoes were delivered later than they should have been last year. What were the reasons for that?
– Because of the rapidly changing market situation, we often face irregular delivery of freight for further transportation, especially if the cargo is to be exported. Changes of cargo owners’ plans and re-direction of freight to alternative routes can cause idling of trains waiting for freight accumulation, and consequently, the departure time deviates from the one planned. On the other hand, the untimely unloading of wagons by consignors or ports also influences further regulation of the wagons. During summer trackworks, the train schedule is influenced by the
«gaps» time–table.
– Last year, one of the most important problems was the one of rolling stock shortage. Wagons of which types does the network lack now?
– There was a special demand for gondola cars, wagons for cement transportation and covered wagons for vehicles transportation in 2006. The amount of applications from transport organizations for the rent of such wagons increased. Realizing that the investment plans of OAO RZD will not compensate for the shortage, a number of measures stimulating private companies to purchase rolling stock were developed. Thus, decisions on differentiated indexation of tariffs of Part 2 Tariff Regulation № 10–01 were made. They are aimed at an increase of the wagon constituent for other owners of gondola cars (tariffs on freight transportation in gondola cars of OAO RZD’s park were indexed by 10.9%, and tariffs on transportation in private and public gondola cars were differentiated according to the types of cargoes: cargoes of the 1st class – by 3.7%, cargoes of the 2nd class – by 6.4%, and cargoes of the 3rd class – by 8.4%). Besides, the wagon constituent for wagon owners increased by 30–40%, which creates conditions reducing the payback period and increasing the attractiveness of investment into gondola cars park.
– Could you comment on the tariff policy of OAO RZD this year?
– The average index of tariff changes has amounted to 8% in 2007. To carry out the state policy aimed at leveling the tariffs on domestic and international freight transportation via Russian ports and border crossings, the differentiated indexation of tariffs on freight railway transportation was as follows: tariffs on transportation via border crossings remained the same as they were in 2006, and the average growth of tariffs on transportation inside the country and via Russian sea ports amounted to 10.9%. Since the tariffs on coal transportation were unified in 2006, they have been indexed by 8% in 2007. To create equal tariff conditions for freight transportation in containers and wagons, amendments were put to the acting Tariff Regulation № 10–01. Equal tariff conditions were established for timber transportation in universal flat wagons, flat wagons equipped with additional removable and non–removable facilities for timber transportation. Tariffs on non–ferrous metals, non–ferrous metal ore, vehicles, coke, shale and peat were unified. In the framework of the Rules of providing privileged tariffs to load the Far–Eastern direction and enhance the competitiveness of Russian cargoes on the market of South East Asia, decisions were made to keep and attract ferrous metals and mineral fertilizers for transportation. This year, railway tariffs on export transportation of ferrous metals and potassium chloride to RF Far Eastern ports remained the same as in 2006. Besides, the privileged tariffs on transportation of 8.88 mln tons of oil to China have been kept. Tariffs on transit freight transportation remained the same as in 2006 (in Swiss francs), and increased by 3.2% in US dollars due to the rate of exchange. A through rate for transportation of a new volume of export oil of 2.5 mln tons from Kazakhstan via the Ukrainian ports was developed in cooperation with the Ukrainian Railways and Tengizchevroil.
To provide fuel delivery to the distant regions of the state, the privileged tariffs on fuel delivery for the needs of power supply in the Far Eastern Federal region and the Arkhangelsk region were extended; however, it has been decided to abolish these privileged tariffs step–by–step, the discounts from the tariffs are to reduce in H1 of 2008, and they are to be abolished completely in H2 of 2008.
Tatyana Tokareva
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The last year results of the Russian railway transport work demonstrate the stable dynamic development of the sector. The main production figures increase, the investment plans grow, and the prospects seem to be promising. Although, the shortage of rolling stock, which became obvious in the middle of 2006, prejudices against OAO RZD’s ability to fulfill all the requirements of its clients.Array
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[DETAIL_TEXT] => When is client right?
According to the data of OAO RZD Centre of Transport Services, in 2006 the total loading volume on the Russian Railways’ network increased by 3% year-on-year. Meanwhile, export transportation volume grew by 4.8%.
As for the qualitative figures of the railway transport’s work, there is a small but stable growth. According to the data of the Department of Transportation Management of OAO RZD, in 2006, the output of a locomotive increased by 2% year-on-year; a wagon turnover reduced by 0.02 days on average; and a section speed grew by 0.1 km/h. Such results were achieved together with the increase of the average distance of transportation, and consequently, throughput (by 4.3%).
The railmen recognize that the complex estimation of the quality of the service provided by OAO RZD to its clients is much more important that the exploitation results of work. And the main constituents of the estimation are:
• timely delivery of rolling stock and containers to consignors. Besides, the amount of wagons and containers is to be the same as it was in the registered application for freight transportation;
• meet the set terms of freight delivery;
• provision of safety of the cargoes during transportation and at stations;
• complex transport service according to the «from door to door» principle, which includes freight transportation to/from the client’s warehouse, its loading/unloading, registration of transportation documents, choice of the best route for freight transportation; IT support during transportation etc.
Unfortunately, the railmen recognize that sometimes they fail to meet the set requirements to quality. For example, in 2006, over sixty thousand wagons, mentioned in consignor were not delivered for loading, and over 3.8 mln tons could have been carried in them. Loading of significant volumes of the following cargoes failed: coal (36.7 thousand wagons), construction materials (10.6 thousand wagons), timber (4.7 thousand wagons), and iron ore (3.5 thousand wagons). In fact, it happened due to lack of the gondola cars, since all the cargoes mentioned are to be transported in them. Simultaneously, the statistics of OAO RZD shows that over 2 mln wagons were not delivered because of consignors’ refusals. Frankly speaking, the data of registration cards are quite strange, and according to consignors’, they cannot be considered correct, because often they are just a «compromise» between a consignor and workers of a station. Nevertheless, statistics is statistics.
As for the normative terms of freight transportation, in 2006, about 11% of deliveries were untimely. Specialists of OAO RZD comment that the figure became worse by 1.6% year-on-year.
Naturally, all this provoked about 20 thousand claims to OAO RZD. Only 2.1% of them were withdrawn, 32.9% were fulfilled, and 6.2% were partially fulfilled. But for the claims about the fine for untimely delivery of freight (about 50% of the claims), there were claims about the return of the transportation fee, fee for use of wagons, return of the payments for shunting, freight storing etc. About 4% of claims were about the loss or damage of cargoes.
However, the situation may be improved this year. Summing up the results in January 2007, President of OAO RZD Vladimir Yakunin noted that at that time the company had adopted the functional system of quality management in accordance with the basic principles of international standards in the sector, including orientation at the consumer, continuous improvement of the company’s activities, mutually profitable cooperation with suppliers, economical production.
«The functional strategy of quality management was adopted by the Board of OAO RZD last year», stated Vladimir Yakunin. «We started to put it into operation at the Kuibyshevskaya (Kuibyshev), the Oktyabrskaya (October), and the Sverdlovskaya (Sverdlov) railways. Besides, the corporate programme «Stages of switching to new quality» is being developed in the framework of the many-stage training of OAO RZD’s employees. In March the first stage of top-management training will be completed by the defence of the functional projects of quality improvement. And according to the results of the first stage, the ideology of transfer to a new quality of management, production and sales will be formed. At the next stage, the heads of departments, railways and sectoral services will be trained. There the ideology will be developed, and it will be envisaged in the plans of structural departments of OAO RZD».
It was also stressed that OAO RZD had developed the model of company’s services quality. It is to become the instrument for identification and fulfillment of consumers’ requirements to the quality of services. Thus, it may be said that in the near future the client will «be always right».
Satisfactory Level
Freight volume applied for rail transportation grows despite the provided services quality. As was mentioned aggregate rail transportation volume went up by 3%. Taking into consideration the fact that industrial growth rate in Russia in 2006 amounted to 3.9%, we could state that OAO RZD provides necessary transportation volume for the country’s economy.
Loading volume grew most on the Krasnoyarskaya (Krasnoyarsk) (8.6%), Yuzhno-Uralskaya (South-Ural) (6.6%), Severo-Kavkazskaya (North-Caucasian) (6.3%), Sverdlovskaya (Sverdlovsk) (5%) and Yugo-Vostochnaya (South-Eastern) (4.2%) railways. However, a decrease of 11.7%, 7.8% and 5.2% was registered for the Sakhalinskaya (Sakhalin), Kaliningradskaya (Kaliningrad) and Privolzhskaya (Volga) railways.
Speaking about loading cargo structure it did not seriously change, however more considerable shift happened to the balance of domestic and foreign trade cargo transportation. Domestic deliveries took 66.5%, 1% down year-on-year, export, import and transit accounted for 25.7%, 6.3% and 1.5% respectively, which is 0.2%, 0.5% and 0.2% up year-on-year.
Export rail transportation to ports increased by 1.1% year-on-year, however its share in the aggregate export rail transportation volume dropped by 0.4%. In 2006 the share of Russian ports in the export freight handling amounted to 45%. However, the country’s ports could have taken a bigger share, if interaction of railmen and port employees is improved. Thus, according to the Center of Transport Services OAO RZD, in 2006 due to conventional bans Russian Railways’ losses rose by 2.7 times year-on-year in terms of loading volume and by 3.1 times in terms of financial means. In the total amount of bans those for transportation to ports brought 63.2% and 71% of losses respectively.
Railway people believe that the main reason of imperfect interaction with ports is vessels calling schedule breaking. Experts of the transportation management department of OAO RZD state that vessels are often late up to 10 days. However, ports are those who suffer most in the situation. Railway could impose a fine for wagons idling, but a port gets only a ban and breathes on its reputation. Other reasons are warehouses and oil reservoir shortage as well as uneven dispatches from cargo owners.
Russian Raw Material in Demand at Home
If to analyze load volumes in terms of major nomenclatures, the year of 2006 showed only positive results as well.
Despite the fact that coal share decreased in aggregate volume of load this cargo remains to be most popular cargo. Dynamics of its load made 3.3%.
At present Russian coal companies prospects seem to be quite promising. Thanks to re-consideration of fuel-energy balance of the state, demand for solid fuel in Russia is expected to grow soon (see «Coal sector: New Urge», pp. 34–37). At the same time, world markets analysts do not foresee any dramatic changes on the international arena where demand for Russian coal remains stable.
Nevertheless, American consulting company Global Insight Inc forecasts certain drop of the price for coal on the world market in 2007 due to coal shipping prices fall. This situation can weaken positions of the Russian coal businessmen on the competitive market.
Oil and products take the second place in terms of load with dynamics of 4.6%. The tendency of growing of oil products transportation is continuing while crude oil transportation is shortening. Thus, in the load structure of oil bulk, crude oil decreased by 8.4 % and amounted to 22.2%. Its export fell by 5.7% with the same results of oil products growth.
These results show general situation on the Russian oil market. According to transport companies, present-day market situation makes raw material domestic transportation more profitable. Oil handling is acquiring more and more serious focus. According to the RF Ministry of Industry and Energy, oil production grew by 2.1% in 2006. At the same time its handling share amounted to 45.7% against 44.2% in 2005. In general, oil handling volume made 219.6 mln tons (+5.7%).
The situation is expected to develop the same way in 2007. During general drop of oil export in Russia, rapid pipe-net development can be observed that is why there are no grounds to count for boost of railway transportation. Moreover, the Russian Government tries to minimize dependence on transit countries forwarding national oil. Thus, in 2006 capacity of the Baltic Pipe System was expanded up to 74 mln tons per year. The first stage of the Eastern Siberia – Pacific Ocean system started (about 530 km of the pipe on the sectors Taishet – Ust-Kut and Tynda – Skovorodino was welded). In 2007 projects of oil pipe lines construction on the route Haryaga–Indiga will be considered to transport oil from Timano-Pechory deposit as well as the Baltic Pipe System –II of 50 mln tons capacity. Metallurgy made a breakthrough last year. Metallurgical production growth amounted to 8.8%. According to the Ministry of Industry and Energy rolled metal production grew by 6.5%, cast iron – by 5.1%, steel – by 6.8% and steel pipes production increased by 17.7%.
However, it should be mentioned that these results were achieved thanks to serious boost of domestic demand almost by one third against last year. This is explained by stable demand for metal production by machine building sector, fuel-energy enterprises, ship building sector, railways and construction. As a result drop of export volume of rolled ferrous metal made 0.5% in 2006 which can be explained by prices fall occurred on the world markets in Q1 due to Chinese metallurgy business rush to the markets as well as quotas on Russian metallurgical production introduced by many countries. Thus, according to some experts, Russian ferrous metals export to Asian-Pacific region dropped by 80% last year. However, Russian metallurgical sector managed to re-direct supplies towards North America, Canada, Europe and Africa.
Considering growth of ferrous metals railway load by 9.7%, export share decreased and made 42.4% (-2.2% year-on-year). Negative dynamics was observed for timber (-0.2%) and mineral fertilizers (-0.6%). At the same time it should be mentioned that export transportation volumes dominate in both nomenclatures. In aggregate timber load it takes almost 60% and in mineral fertilizers volumes export share amounts to 63.2% aggregate volume. However, the situation in most export-oriented markets developed differently.
The volume of mineral fertilizers export decreased by 5% year-on-year. This can be explained by capital repair unfolded at some key-enterprises of the sector. However, certain market factors also impacted the situation. Thus, drop of purchasing prices made some enterprises to stop supplies for a while to provoke fertilizers deficit. On the one hand it resulted in fast prices growth; on the other it was impossible to repair an omission by the end of the year. Timber shows the opposite situation. Prices for timber started to grow since the beginning of the year. In general, they grew by 19% for logs and about 27% for sawn-timber. Export prices fluctuated from 0.5% to 23% depending on transportation direction, which resulted in growth of timber railway transportation by 7.4% year-on-year. One more quite optimistic fact is that export growth of unprocessed timber made only 0.7% against 3.2% of saw-timber transportation.
Nevertheless, OAO RZD experts forecast certain drop in timber transportation with increase of only 3%. This is closely connected with the policy carried out by the RF Government and aimed at shortening of raw material share in the export structure. Thus, by now the decision to introduce three-staged process of increasing the level of export customs tariffs for unprocessed timber has been made. By 2009 it is expected to amount EUR 50 per one cubic meter of logs.
Target Possible
For 2007 the Supervisory Board of OAO RZD set the target for loading increase at 1.2% year-on-year. Particularly, coal rail transportation is to grow by 1.3%, ore, timber and logs and ferrous metals delivery – by 4%, 3% and 2.9% respectively.
Beginning of the year showed that the target is absolutely possible. During the first decade of January loading volume grew by 8.6%. the Yuzhno-Uralskaya (South-Ural) railway increased transportation volume by 20.7%, the Severo-Kavkazskaya (North-Caucasian) railway – by 20.1%, the Krasnoyarskaya (Krasnoyarsk), the Gorkovskaya and the Zapadno-Sibirskaya (West-Siberian) railway – by 18.6%, 17.3% and 12.9% respectively. Speaking of the freight structure coal and coke transportation grew best (13.6% and 24.9% up year-on-year respectively), the next position is taken by ferrous metals (13.2%) and oil bulk and mineral fertilizers (1.5% and 4.1% respectively).
Such an impressive growth could be explained by a serious drop of loading during the same period of 2006 due to severe weather conditions. On the other hand, in this January the record loading level was set for 14 years (107.2 mln tones). As a result, in late January loading volume grew by 8.9% year-on-year, throughput was up by 12.8%. The most important for OAO RZD was a rise in high profitable freight transportation. Ferrous metals grew by 13.5%, scrap metals – by 76.3%, foodstuffs and grain – by 17% and 17.7%. Container transportation went up by 9%.
«In January realization of the task to increase loading dynamics in Q1 was started in order to smoothen operation in Q3-Q4 which is a high season», noted president of OAO RZD Vladimir Yakunin.
Tatyana Tokareva
[~DETAIL_TEXT] => When is client right?
According to the data of OAO RZD Centre of Transport Services, in 2006 the total loading volume on the Russian Railways’ network increased by 3% year-on-year. Meanwhile, export transportation volume grew by 4.8%.
As for the qualitative figures of the railway transport’s work, there is a small but stable growth. According to the data of the Department of Transportation Management of OAO RZD, in 2006, the output of a locomotive increased by 2% year-on-year; a wagon turnover reduced by 0.02 days on average; and a section speed grew by 0.1 km/h. Such results were achieved together with the increase of the average distance of transportation, and consequently, throughput (by 4.3%).
The railmen recognize that the complex estimation of the quality of the service provided by OAO RZD to its clients is much more important that the exploitation results of work. And the main constituents of the estimation are:
• timely delivery of rolling stock and containers to consignors. Besides, the amount of wagons and containers is to be the same as it was in the registered application for freight transportation;
• meet the set terms of freight delivery;
• provision of safety of the cargoes during transportation and at stations;
• complex transport service according to the «from door to door» principle, which includes freight transportation to/from the client’s warehouse, its loading/unloading, registration of transportation documents, choice of the best route for freight transportation; IT support during transportation etc.
Unfortunately, the railmen recognize that sometimes they fail to meet the set requirements to quality. For example, in 2006, over sixty thousand wagons, mentioned in consignor were not delivered for loading, and over 3.8 mln tons could have been carried in them. Loading of significant volumes of the following cargoes failed: coal (36.7 thousand wagons), construction materials (10.6 thousand wagons), timber (4.7 thousand wagons), and iron ore (3.5 thousand wagons). In fact, it happened due to lack of the gondola cars, since all the cargoes mentioned are to be transported in them. Simultaneously, the statistics of OAO RZD shows that over 2 mln wagons were not delivered because of consignors’ refusals. Frankly speaking, the data of registration cards are quite strange, and according to consignors’, they cannot be considered correct, because often they are just a «compromise» between a consignor and workers of a station. Nevertheless, statistics is statistics.
As for the normative terms of freight transportation, in 2006, about 11% of deliveries were untimely. Specialists of OAO RZD comment that the figure became worse by 1.6% year-on-year.
Naturally, all this provoked about 20 thousand claims to OAO RZD. Only 2.1% of them were withdrawn, 32.9% were fulfilled, and 6.2% were partially fulfilled. But for the claims about the fine for untimely delivery of freight (about 50% of the claims), there were claims about the return of the transportation fee, fee for use of wagons, return of the payments for shunting, freight storing etc. About 4% of claims were about the loss or damage of cargoes.
However, the situation may be improved this year. Summing up the results in January 2007, President of OAO RZD Vladimir Yakunin noted that at that time the company had adopted the functional system of quality management in accordance with the basic principles of international standards in the sector, including orientation at the consumer, continuous improvement of the company’s activities, mutually profitable cooperation with suppliers, economical production.
«The functional strategy of quality management was adopted by the Board of OAO RZD last year», stated Vladimir Yakunin. «We started to put it into operation at the Kuibyshevskaya (Kuibyshev), the Oktyabrskaya (October), and the Sverdlovskaya (Sverdlov) railways. Besides, the corporate programme «Stages of switching to new quality» is being developed in the framework of the many-stage training of OAO RZD’s employees. In March the first stage of top-management training will be completed by the defence of the functional projects of quality improvement. And according to the results of the first stage, the ideology of transfer to a new quality of management, production and sales will be formed. At the next stage, the heads of departments, railways and sectoral services will be trained. There the ideology will be developed, and it will be envisaged in the plans of structural departments of OAO RZD».
It was also stressed that OAO RZD had developed the model of company’s services quality. It is to become the instrument for identification and fulfillment of consumers’ requirements to the quality of services. Thus, it may be said that in the near future the client will «be always right».
Satisfactory Level
Freight volume applied for rail transportation grows despite the provided services quality. As was mentioned aggregate rail transportation volume went up by 3%. Taking into consideration the fact that industrial growth rate in Russia in 2006 amounted to 3.9%, we could state that OAO RZD provides necessary transportation volume for the country’s economy.
Loading volume grew most on the Krasnoyarskaya (Krasnoyarsk) (8.6%), Yuzhno-Uralskaya (South-Ural) (6.6%), Severo-Kavkazskaya (North-Caucasian) (6.3%), Sverdlovskaya (Sverdlovsk) (5%) and Yugo-Vostochnaya (South-Eastern) (4.2%) railways. However, a decrease of 11.7%, 7.8% and 5.2% was registered for the Sakhalinskaya (Sakhalin), Kaliningradskaya (Kaliningrad) and Privolzhskaya (Volga) railways.
Speaking about loading cargo structure it did not seriously change, however more considerable shift happened to the balance of domestic and foreign trade cargo transportation. Domestic deliveries took 66.5%, 1% down year-on-year, export, import and transit accounted for 25.7%, 6.3% and 1.5% respectively, which is 0.2%, 0.5% and 0.2% up year-on-year.
Export rail transportation to ports increased by 1.1% year-on-year, however its share in the aggregate export rail transportation volume dropped by 0.4%. In 2006 the share of Russian ports in the export freight handling amounted to 45%. However, the country’s ports could have taken a bigger share, if interaction of railmen and port employees is improved. Thus, according to the Center of Transport Services OAO RZD, in 2006 due to conventional bans Russian Railways’ losses rose by 2.7 times year-on-year in terms of loading volume and by 3.1 times in terms of financial means. In the total amount of bans those for transportation to ports brought 63.2% and 71% of losses respectively.
Railway people believe that the main reason of imperfect interaction with ports is vessels calling schedule breaking. Experts of the transportation management department of OAO RZD state that vessels are often late up to 10 days. However, ports are those who suffer most in the situation. Railway could impose a fine for wagons idling, but a port gets only a ban and breathes on its reputation. Other reasons are warehouses and oil reservoir shortage as well as uneven dispatches from cargo owners.
Russian Raw Material in Demand at Home
If to analyze load volumes in terms of major nomenclatures, the year of 2006 showed only positive results as well.
Despite the fact that coal share decreased in aggregate volume of load this cargo remains to be most popular cargo. Dynamics of its load made 3.3%.
At present Russian coal companies prospects seem to be quite promising. Thanks to re-consideration of fuel-energy balance of the state, demand for solid fuel in Russia is expected to grow soon (see «Coal sector: New Urge», pp. 34–37). At the same time, world markets analysts do not foresee any dramatic changes on the international arena where demand for Russian coal remains stable.
Nevertheless, American consulting company Global Insight Inc forecasts certain drop of the price for coal on the world market in 2007 due to coal shipping prices fall. This situation can weaken positions of the Russian coal businessmen on the competitive market.
Oil and products take the second place in terms of load with dynamics of 4.6%. The tendency of growing of oil products transportation is continuing while crude oil transportation is shortening. Thus, in the load structure of oil bulk, crude oil decreased by 8.4 % and amounted to 22.2%. Its export fell by 5.7% with the same results of oil products growth.
These results show general situation on the Russian oil market. According to transport companies, present-day market situation makes raw material domestic transportation more profitable. Oil handling is acquiring more and more serious focus. According to the RF Ministry of Industry and Energy, oil production grew by 2.1% in 2006. At the same time its handling share amounted to 45.7% against 44.2% in 2005. In general, oil handling volume made 219.6 mln tons (+5.7%).
The situation is expected to develop the same way in 2007. During general drop of oil export in Russia, rapid pipe-net development can be observed that is why there are no grounds to count for boost of railway transportation. Moreover, the Russian Government tries to minimize dependence on transit countries forwarding national oil. Thus, in 2006 capacity of the Baltic Pipe System was expanded up to 74 mln tons per year. The first stage of the Eastern Siberia – Pacific Ocean system started (about 530 km of the pipe on the sectors Taishet – Ust-Kut and Tynda – Skovorodino was welded). In 2007 projects of oil pipe lines construction on the route Haryaga–Indiga will be considered to transport oil from Timano-Pechory deposit as well as the Baltic Pipe System –II of 50 mln tons capacity. Metallurgy made a breakthrough last year. Metallurgical production growth amounted to 8.8%. According to the Ministry of Industry and Energy rolled metal production grew by 6.5%, cast iron – by 5.1%, steel – by 6.8% and steel pipes production increased by 17.7%.
However, it should be mentioned that these results were achieved thanks to serious boost of domestic demand almost by one third against last year. This is explained by stable demand for metal production by machine building sector, fuel-energy enterprises, ship building sector, railways and construction. As a result drop of export volume of rolled ferrous metal made 0.5% in 2006 which can be explained by prices fall occurred on the world markets in Q1 due to Chinese metallurgy business rush to the markets as well as quotas on Russian metallurgical production introduced by many countries. Thus, according to some experts, Russian ferrous metals export to Asian-Pacific region dropped by 80% last year. However, Russian metallurgical sector managed to re-direct supplies towards North America, Canada, Europe and Africa.
Considering growth of ferrous metals railway load by 9.7%, export share decreased and made 42.4% (-2.2% year-on-year). Negative dynamics was observed for timber (-0.2%) and mineral fertilizers (-0.6%). At the same time it should be mentioned that export transportation volumes dominate in both nomenclatures. In aggregate timber load it takes almost 60% and in mineral fertilizers volumes export share amounts to 63.2% aggregate volume. However, the situation in most export-oriented markets developed differently.
The volume of mineral fertilizers export decreased by 5% year-on-year. This can be explained by capital repair unfolded at some key-enterprises of the sector. However, certain market factors also impacted the situation. Thus, drop of purchasing prices made some enterprises to stop supplies for a while to provoke fertilizers deficit. On the one hand it resulted in fast prices growth; on the other it was impossible to repair an omission by the end of the year. Timber shows the opposite situation. Prices for timber started to grow since the beginning of the year. In general, they grew by 19% for logs and about 27% for sawn-timber. Export prices fluctuated from 0.5% to 23% depending on transportation direction, which resulted in growth of timber railway transportation by 7.4% year-on-year. One more quite optimistic fact is that export growth of unprocessed timber made only 0.7% against 3.2% of saw-timber transportation.
Nevertheless, OAO RZD experts forecast certain drop in timber transportation with increase of only 3%. This is closely connected with the policy carried out by the RF Government and aimed at shortening of raw material share in the export structure. Thus, by now the decision to introduce three-staged process of increasing the level of export customs tariffs for unprocessed timber has been made. By 2009 it is expected to amount EUR 50 per one cubic meter of logs.
Target Possible
For 2007 the Supervisory Board of OAO RZD set the target for loading increase at 1.2% year-on-year. Particularly, coal rail transportation is to grow by 1.3%, ore, timber and logs and ferrous metals delivery – by 4%, 3% and 2.9% respectively.
Beginning of the year showed that the target is absolutely possible. During the first decade of January loading volume grew by 8.6%. the Yuzhno-Uralskaya (South-Ural) railway increased transportation volume by 20.7%, the Severo-Kavkazskaya (North-Caucasian) railway – by 20.1%, the Krasnoyarskaya (Krasnoyarsk), the Gorkovskaya and the Zapadno-Sibirskaya (West-Siberian) railway – by 18.6%, 17.3% and 12.9% respectively. Speaking of the freight structure coal and coke transportation grew best (13.6% and 24.9% up year-on-year respectively), the next position is taken by ferrous metals (13.2%) and oil bulk and mineral fertilizers (1.5% and 4.1% respectively).
Such an impressive growth could be explained by a serious drop of loading during the same period of 2006 due to severe weather conditions. On the other hand, in this January the record loading level was set for 14 years (107.2 mln tones). As a result, in late January loading volume grew by 8.9% year-on-year, throughput was up by 12.8%. The most important for OAO RZD was a rise in high profitable freight transportation. Ferrous metals grew by 13.5%, scrap metals – by 76.3%, foodstuffs and grain – by 17% and 17.7%. Container transportation went up by 9%.
«In January realization of the task to increase loading dynamics in Q1 was started in order to smoothen operation in Q3-Q4 which is a high season», noted president of OAO RZD Vladimir Yakunin.
Tatyana Tokareva
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[DETAIL_TEXT] => When is client right?
According to the data of OAO RZD Centre of Transport Services, in 2006 the total loading volume on the Russian Railways’ network increased by 3% year-on-year. Meanwhile, export transportation volume grew by 4.8%.
As for the qualitative figures of the railway transport’s work, there is a small but stable growth. According to the data of the Department of Transportation Management of OAO RZD, in 2006, the output of a locomotive increased by 2% year-on-year; a wagon turnover reduced by 0.02 days on average; and a section speed grew by 0.1 km/h. Such results were achieved together with the increase of the average distance of transportation, and consequently, throughput (by 4.3%).
The railmen recognize that the complex estimation of the quality of the service provided by OAO RZD to its clients is much more important that the exploitation results of work. And the main constituents of the estimation are:
• timely delivery of rolling stock and containers to consignors. Besides, the amount of wagons and containers is to be the same as it was in the registered application for freight transportation;
• meet the set terms of freight delivery;
• provision of safety of the cargoes during transportation and at stations;
• complex transport service according to the «from door to door» principle, which includes freight transportation to/from the client’s warehouse, its loading/unloading, registration of transportation documents, choice of the best route for freight transportation; IT support during transportation etc.
Unfortunately, the railmen recognize that sometimes they fail to meet the set requirements to quality. For example, in 2006, over sixty thousand wagons, mentioned in consignor were not delivered for loading, and over 3.8 mln tons could have been carried in them. Loading of significant volumes of the following cargoes failed: coal (36.7 thousand wagons), construction materials (10.6 thousand wagons), timber (4.7 thousand wagons), and iron ore (3.5 thousand wagons). In fact, it happened due to lack of the gondola cars, since all the cargoes mentioned are to be transported in them. Simultaneously, the statistics of OAO RZD shows that over 2 mln wagons were not delivered because of consignors’ refusals. Frankly speaking, the data of registration cards are quite strange, and according to consignors’, they cannot be considered correct, because often they are just a «compromise» between a consignor and workers of a station. Nevertheless, statistics is statistics.
As for the normative terms of freight transportation, in 2006, about 11% of deliveries were untimely. Specialists of OAO RZD comment that the figure became worse by 1.6% year-on-year.
Naturally, all this provoked about 20 thousand claims to OAO RZD. Only 2.1% of them were withdrawn, 32.9% were fulfilled, and 6.2% were partially fulfilled. But for the claims about the fine for untimely delivery of freight (about 50% of the claims), there were claims about the return of the transportation fee, fee for use of wagons, return of the payments for shunting, freight storing etc. About 4% of claims were about the loss or damage of cargoes.
However, the situation may be improved this year. Summing up the results in January 2007, President of OAO RZD Vladimir Yakunin noted that at that time the company had adopted the functional system of quality management in accordance with the basic principles of international standards in the sector, including orientation at the consumer, continuous improvement of the company’s activities, mutually profitable cooperation with suppliers, economical production.
«The functional strategy of quality management was adopted by the Board of OAO RZD last year», stated Vladimir Yakunin. «We started to put it into operation at the Kuibyshevskaya (Kuibyshev), the Oktyabrskaya (October), and the Sverdlovskaya (Sverdlov) railways. Besides, the corporate programme «Stages of switching to new quality» is being developed in the framework of the many-stage training of OAO RZD’s employees. In March the first stage of top-management training will be completed by the defence of the functional projects of quality improvement. And according to the results of the first stage, the ideology of transfer to a new quality of management, production and sales will be formed. At the next stage, the heads of departments, railways and sectoral services will be trained. There the ideology will be developed, and it will be envisaged in the plans of structural departments of OAO RZD».
It was also stressed that OAO RZD had developed the model of company’s services quality. It is to become the instrument for identification and fulfillment of consumers’ requirements to the quality of services. Thus, it may be said that in the near future the client will «be always right».
Satisfactory Level
Freight volume applied for rail transportation grows despite the provided services quality. As was mentioned aggregate rail transportation volume went up by 3%. Taking into consideration the fact that industrial growth rate in Russia in 2006 amounted to 3.9%, we could state that OAO RZD provides necessary transportation volume for the country’s economy.
Loading volume grew most on the Krasnoyarskaya (Krasnoyarsk) (8.6%), Yuzhno-Uralskaya (South-Ural) (6.6%), Severo-Kavkazskaya (North-Caucasian) (6.3%), Sverdlovskaya (Sverdlovsk) (5%) and Yugo-Vostochnaya (South-Eastern) (4.2%) railways. However, a decrease of 11.7%, 7.8% and 5.2% was registered for the Sakhalinskaya (Sakhalin), Kaliningradskaya (Kaliningrad) and Privolzhskaya (Volga) railways.
Speaking about loading cargo structure it did not seriously change, however more considerable shift happened to the balance of domestic and foreign trade cargo transportation. Domestic deliveries took 66.5%, 1% down year-on-year, export, import and transit accounted for 25.7%, 6.3% and 1.5% respectively, which is 0.2%, 0.5% and 0.2% up year-on-year.
Export rail transportation to ports increased by 1.1% year-on-year, however its share in the aggregate export rail transportation volume dropped by 0.4%. In 2006 the share of Russian ports in the export freight handling amounted to 45%. However, the country’s ports could have taken a bigger share, if interaction of railmen and port employees is improved. Thus, according to the Center of Transport Services OAO RZD, in 2006 due to conventional bans Russian Railways’ losses rose by 2.7 times year-on-year in terms of loading volume and by 3.1 times in terms of financial means. In the total amount of bans those for transportation to ports brought 63.2% and 71% of losses respectively.
Railway people believe that the main reason of imperfect interaction with ports is vessels calling schedule breaking. Experts of the transportation management department of OAO RZD state that vessels are often late up to 10 days. However, ports are those who suffer most in the situation. Railway could impose a fine for wagons idling, but a port gets only a ban and breathes on its reputation. Other reasons are warehouses and oil reservoir shortage as well as uneven dispatches from cargo owners.
Russian Raw Material in Demand at Home
If to analyze load volumes in terms of major nomenclatures, the year of 2006 showed only positive results as well.
Despite the fact that coal share decreased in aggregate volume of load this cargo remains to be most popular cargo. Dynamics of its load made 3.3%.
At present Russian coal companies prospects seem to be quite promising. Thanks to re-consideration of fuel-energy balance of the state, demand for solid fuel in Russia is expected to grow soon (see «Coal sector: New Urge», pp. 34–37). At the same time, world markets analysts do not foresee any dramatic changes on the international arena where demand for Russian coal remains stable.
Nevertheless, American consulting company Global Insight Inc forecasts certain drop of the price for coal on the world market in 2007 due to coal shipping prices fall. This situation can weaken positions of the Russian coal businessmen on the competitive market.
Oil and products take the second place in terms of load with dynamics of 4.6%. The tendency of growing of oil products transportation is continuing while crude oil transportation is shortening. Thus, in the load structure of oil bulk, crude oil decreased by 8.4 % and amounted to 22.2%. Its export fell by 5.7% with the same results of oil products growth.
These results show general situation on the Russian oil market. According to transport companies, present-day market situation makes raw material domestic transportation more profitable. Oil handling is acquiring more and more serious focus. According to the RF Ministry of Industry and Energy, oil production grew by 2.1% in 2006. At the same time its handling share amounted to 45.7% against 44.2% in 2005. In general, oil handling volume made 219.6 mln tons (+5.7%).
The situation is expected to develop the same way in 2007. During general drop of oil export in Russia, rapid pipe-net development can be observed that is why there are no grounds to count for boost of railway transportation. Moreover, the Russian Government tries to minimize dependence on transit countries forwarding national oil. Thus, in 2006 capacity of the Baltic Pipe System was expanded up to 74 mln tons per year. The first stage of the Eastern Siberia – Pacific Ocean system started (about 530 km of the pipe on the sectors Taishet – Ust-Kut and Tynda – Skovorodino was welded). In 2007 projects of oil pipe lines construction on the route Haryaga–Indiga will be considered to transport oil from Timano-Pechory deposit as well as the Baltic Pipe System –II of 50 mln tons capacity. Metallurgy made a breakthrough last year. Metallurgical production growth amounted to 8.8%. According to the Ministry of Industry and Energy rolled metal production grew by 6.5%, cast iron – by 5.1%, steel – by 6.8% and steel pipes production increased by 17.7%.
However, it should be mentioned that these results were achieved thanks to serious boost of domestic demand almost by one third against last year. This is explained by stable demand for metal production by machine building sector, fuel-energy enterprises, ship building sector, railways and construction. As a result drop of export volume of rolled ferrous metal made 0.5% in 2006 which can be explained by prices fall occurred on the world markets in Q1 due to Chinese metallurgy business rush to the markets as well as quotas on Russian metallurgical production introduced by many countries. Thus, according to some experts, Russian ferrous metals export to Asian-Pacific region dropped by 80% last year. However, Russian metallurgical sector managed to re-direct supplies towards North America, Canada, Europe and Africa.
Considering growth of ferrous metals railway load by 9.7%, export share decreased and made 42.4% (-2.2% year-on-year). Negative dynamics was observed for timber (-0.2%) and mineral fertilizers (-0.6%). At the same time it should be mentioned that export transportation volumes dominate in both nomenclatures. In aggregate timber load it takes almost 60% and in mineral fertilizers volumes export share amounts to 63.2% aggregate volume. However, the situation in most export-oriented markets developed differently.
The volume of mineral fertilizers export decreased by 5% year-on-year. This can be explained by capital repair unfolded at some key-enterprises of the sector. However, certain market factors also impacted the situation. Thus, drop of purchasing prices made some enterprises to stop supplies for a while to provoke fertilizers deficit. On the one hand it resulted in fast prices growth; on the other it was impossible to repair an omission by the end of the year. Timber shows the opposite situation. Prices for timber started to grow since the beginning of the year. In general, they grew by 19% for logs and about 27% for sawn-timber. Export prices fluctuated from 0.5% to 23% depending on transportation direction, which resulted in growth of timber railway transportation by 7.4% year-on-year. One more quite optimistic fact is that export growth of unprocessed timber made only 0.7% against 3.2% of saw-timber transportation.
Nevertheless, OAO RZD experts forecast certain drop in timber transportation with increase of only 3%. This is closely connected with the policy carried out by the RF Government and aimed at shortening of raw material share in the export structure. Thus, by now the decision to introduce three-staged process of increasing the level of export customs tariffs for unprocessed timber has been made. By 2009 it is expected to amount EUR 50 per one cubic meter of logs.
Target Possible
For 2007 the Supervisory Board of OAO RZD set the target for loading increase at 1.2% year-on-year. Particularly, coal rail transportation is to grow by 1.3%, ore, timber and logs and ferrous metals delivery – by 4%, 3% and 2.9% respectively.
Beginning of the year showed that the target is absolutely possible. During the first decade of January loading volume grew by 8.6%. the Yuzhno-Uralskaya (South-Ural) railway increased transportation volume by 20.7%, the Severo-Kavkazskaya (North-Caucasian) railway – by 20.1%, the Krasnoyarskaya (Krasnoyarsk), the Gorkovskaya and the Zapadno-Sibirskaya (West-Siberian) railway – by 18.6%, 17.3% and 12.9% respectively. Speaking of the freight structure coal and coke transportation grew best (13.6% and 24.9% up year-on-year respectively), the next position is taken by ferrous metals (13.2%) and oil bulk and mineral fertilizers (1.5% and 4.1% respectively).
Such an impressive growth could be explained by a serious drop of loading during the same period of 2006 due to severe weather conditions. On the other hand, in this January the record loading level was set for 14 years (107.2 mln tones). As a result, in late January loading volume grew by 8.9% year-on-year, throughput was up by 12.8%. The most important for OAO RZD was a rise in high profitable freight transportation. Ferrous metals grew by 13.5%, scrap metals – by 76.3%, foodstuffs and grain – by 17% and 17.7%. Container transportation went up by 9%.
«In January realization of the task to increase loading dynamics in Q1 was started in order to smoothen operation in Q3-Q4 which is a high season», noted president of OAO RZD Vladimir Yakunin.
Tatyana Tokareva
[~DETAIL_TEXT] => When is client right?
According to the data of OAO RZD Centre of Transport Services, in 2006 the total loading volume on the Russian Railways’ network increased by 3% year-on-year. Meanwhile, export transportation volume grew by 4.8%.
As for the qualitative figures of the railway transport’s work, there is a small but stable growth. According to the data of the Department of Transportation Management of OAO RZD, in 2006, the output of a locomotive increased by 2% year-on-year; a wagon turnover reduced by 0.02 days on average; and a section speed grew by 0.1 km/h. Such results were achieved together with the increase of the average distance of transportation, and consequently, throughput (by 4.3%).
The railmen recognize that the complex estimation of the quality of the service provided by OAO RZD to its clients is much more important that the exploitation results of work. And the main constituents of the estimation are:
• timely delivery of rolling stock and containers to consignors. Besides, the amount of wagons and containers is to be the same as it was in the registered application for freight transportation;
• meet the set terms of freight delivery;
• provision of safety of the cargoes during transportation and at stations;
• complex transport service according to the «from door to door» principle, which includes freight transportation to/from the client’s warehouse, its loading/unloading, registration of transportation documents, choice of the best route for freight transportation; IT support during transportation etc.
Unfortunately, the railmen recognize that sometimes they fail to meet the set requirements to quality. For example, in 2006, over sixty thousand wagons, mentioned in consignor were not delivered for loading, and over 3.8 mln tons could have been carried in them. Loading of significant volumes of the following cargoes failed: coal (36.7 thousand wagons), construction materials (10.6 thousand wagons), timber (4.7 thousand wagons), and iron ore (3.5 thousand wagons). In fact, it happened due to lack of the gondola cars, since all the cargoes mentioned are to be transported in them. Simultaneously, the statistics of OAO RZD shows that over 2 mln wagons were not delivered because of consignors’ refusals. Frankly speaking, the data of registration cards are quite strange, and according to consignors’, they cannot be considered correct, because often they are just a «compromise» between a consignor and workers of a station. Nevertheless, statistics is statistics.
As for the normative terms of freight transportation, in 2006, about 11% of deliveries were untimely. Specialists of OAO RZD comment that the figure became worse by 1.6% year-on-year.
Naturally, all this provoked about 20 thousand claims to OAO RZD. Only 2.1% of them were withdrawn, 32.9% were fulfilled, and 6.2% were partially fulfilled. But for the claims about the fine for untimely delivery of freight (about 50% of the claims), there were claims about the return of the transportation fee, fee for use of wagons, return of the payments for shunting, freight storing etc. About 4% of claims were about the loss or damage of cargoes.
However, the situation may be improved this year. Summing up the results in January 2007, President of OAO RZD Vladimir Yakunin noted that at that time the company had adopted the functional system of quality management in accordance with the basic principles of international standards in the sector, including orientation at the consumer, continuous improvement of the company’s activities, mutually profitable cooperation with suppliers, economical production.
«The functional strategy of quality management was adopted by the Board of OAO RZD last year», stated Vladimir Yakunin. «We started to put it into operation at the Kuibyshevskaya (Kuibyshev), the Oktyabrskaya (October), and the Sverdlovskaya (Sverdlov) railways. Besides, the corporate programme «Stages of switching to new quality» is being developed in the framework of the many-stage training of OAO RZD’s employees. In March the first stage of top-management training will be completed by the defence of the functional projects of quality improvement. And according to the results of the first stage, the ideology of transfer to a new quality of management, production and sales will be formed. At the next stage, the heads of departments, railways and sectoral services will be trained. There the ideology will be developed, and it will be envisaged in the plans of structural departments of OAO RZD».
It was also stressed that OAO RZD had developed the model of company’s services quality. It is to become the instrument for identification and fulfillment of consumers’ requirements to the quality of services. Thus, it may be said that in the near future the client will «be always right».
Satisfactory Level
Freight volume applied for rail transportation grows despite the provided services quality. As was mentioned aggregate rail transportation volume went up by 3%. Taking into consideration the fact that industrial growth rate in Russia in 2006 amounted to 3.9%, we could state that OAO RZD provides necessary transportation volume for the country’s economy.
Loading volume grew most on the Krasnoyarskaya (Krasnoyarsk) (8.6%), Yuzhno-Uralskaya (South-Ural) (6.6%), Severo-Kavkazskaya (North-Caucasian) (6.3%), Sverdlovskaya (Sverdlovsk) (5%) and Yugo-Vostochnaya (South-Eastern) (4.2%) railways. However, a decrease of 11.7%, 7.8% and 5.2% was registered for the Sakhalinskaya (Sakhalin), Kaliningradskaya (Kaliningrad) and Privolzhskaya (Volga) railways.
Speaking about loading cargo structure it did not seriously change, however more considerable shift happened to the balance of domestic and foreign trade cargo transportation. Domestic deliveries took 66.5%, 1% down year-on-year, export, import and transit accounted for 25.7%, 6.3% and 1.5% respectively, which is 0.2%, 0.5% and 0.2% up year-on-year.
Export rail transportation to ports increased by 1.1% year-on-year, however its share in the aggregate export rail transportation volume dropped by 0.4%. In 2006 the share of Russian ports in the export freight handling amounted to 45%. However, the country’s ports could have taken a bigger share, if interaction of railmen and port employees is improved. Thus, according to the Center of Transport Services OAO RZD, in 2006 due to conventional bans Russian Railways’ losses rose by 2.7 times year-on-year in terms of loading volume and by 3.1 times in terms of financial means. In the total amount of bans those for transportation to ports brought 63.2% and 71% of losses respectively.
Railway people believe that the main reason of imperfect interaction with ports is vessels calling schedule breaking. Experts of the transportation management department of OAO RZD state that vessels are often late up to 10 days. However, ports are those who suffer most in the situation. Railway could impose a fine for wagons idling, but a port gets only a ban and breathes on its reputation. Other reasons are warehouses and oil reservoir shortage as well as uneven dispatches from cargo owners.
Russian Raw Material in Demand at Home
If to analyze load volumes in terms of major nomenclatures, the year of 2006 showed only positive results as well.
Despite the fact that coal share decreased in aggregate volume of load this cargo remains to be most popular cargo. Dynamics of its load made 3.3%.
At present Russian coal companies prospects seem to be quite promising. Thanks to re-consideration of fuel-energy balance of the state, demand for solid fuel in Russia is expected to grow soon (see «Coal sector: New Urge», pp. 34–37). At the same time, world markets analysts do not foresee any dramatic changes on the international arena where demand for Russian coal remains stable.
Nevertheless, American consulting company Global Insight Inc forecasts certain drop of the price for coal on the world market in 2007 due to coal shipping prices fall. This situation can weaken positions of the Russian coal businessmen on the competitive market.
Oil and products take the second place in terms of load with dynamics of 4.6%. The tendency of growing of oil products transportation is continuing while crude oil transportation is shortening. Thus, in the load structure of oil bulk, crude oil decreased by 8.4 % and amounted to 22.2%. Its export fell by 5.7% with the same results of oil products growth.
These results show general situation on the Russian oil market. According to transport companies, present-day market situation makes raw material domestic transportation more profitable. Oil handling is acquiring more and more serious focus. According to the RF Ministry of Industry and Energy, oil production grew by 2.1% in 2006. At the same time its handling share amounted to 45.7% against 44.2% in 2005. In general, oil handling volume made 219.6 mln tons (+5.7%).
The situation is expected to develop the same way in 2007. During general drop of oil export in Russia, rapid pipe-net development can be observed that is why there are no grounds to count for boost of railway transportation. Moreover, the Russian Government tries to minimize dependence on transit countries forwarding national oil. Thus, in 2006 capacity of the Baltic Pipe System was expanded up to 74 mln tons per year. The first stage of the Eastern Siberia – Pacific Ocean system started (about 530 km of the pipe on the sectors Taishet – Ust-Kut and Tynda – Skovorodino was welded). In 2007 projects of oil pipe lines construction on the route Haryaga–Indiga will be considered to transport oil from Timano-Pechory deposit as well as the Baltic Pipe System –II of 50 mln tons capacity. Metallurgy made a breakthrough last year. Metallurgical production growth amounted to 8.8%. According to the Ministry of Industry and Energy rolled metal production grew by 6.5%, cast iron – by 5.1%, steel – by 6.8% and steel pipes production increased by 17.7%.
However, it should be mentioned that these results were achieved thanks to serious boost of domestic demand almost by one third against last year. This is explained by stable demand for metal production by machine building sector, fuel-energy enterprises, ship building sector, railways and construction. As a result drop of export volume of rolled ferrous metal made 0.5% in 2006 which can be explained by prices fall occurred on the world markets in Q1 due to Chinese metallurgy business rush to the markets as well as quotas on Russian metallurgical production introduced by many countries. Thus, according to some experts, Russian ferrous metals export to Asian-Pacific region dropped by 80% last year. However, Russian metallurgical sector managed to re-direct supplies towards North America, Canada, Europe and Africa.
Considering growth of ferrous metals railway load by 9.7%, export share decreased and made 42.4% (-2.2% year-on-year). Negative dynamics was observed for timber (-0.2%) and mineral fertilizers (-0.6%). At the same time it should be mentioned that export transportation volumes dominate in both nomenclatures. In aggregate timber load it takes almost 60% and in mineral fertilizers volumes export share amounts to 63.2% aggregate volume. However, the situation in most export-oriented markets developed differently.
The volume of mineral fertilizers export decreased by 5% year-on-year. This can be explained by capital repair unfolded at some key-enterprises of the sector. However, certain market factors also impacted the situation. Thus, drop of purchasing prices made some enterprises to stop supplies for a while to provoke fertilizers deficit. On the one hand it resulted in fast prices growth; on the other it was impossible to repair an omission by the end of the year. Timber shows the opposite situation. Prices for timber started to grow since the beginning of the year. In general, they grew by 19% for logs and about 27% for sawn-timber. Export prices fluctuated from 0.5% to 23% depending on transportation direction, which resulted in growth of timber railway transportation by 7.4% year-on-year. One more quite optimistic fact is that export growth of unprocessed timber made only 0.7% against 3.2% of saw-timber transportation.
Nevertheless, OAO RZD experts forecast certain drop in timber transportation with increase of only 3%. This is closely connected with the policy carried out by the RF Government and aimed at shortening of raw material share in the export structure. Thus, by now the decision to introduce three-staged process of increasing the level of export customs tariffs for unprocessed timber has been made. By 2009 it is expected to amount EUR 50 per one cubic meter of logs.
Target Possible
For 2007 the Supervisory Board of OAO RZD set the target for loading increase at 1.2% year-on-year. Particularly, coal rail transportation is to grow by 1.3%, ore, timber and logs and ferrous metals delivery – by 4%, 3% and 2.9% respectively.
Beginning of the year showed that the target is absolutely possible. During the first decade of January loading volume grew by 8.6%. the Yuzhno-Uralskaya (South-Ural) railway increased transportation volume by 20.7%, the Severo-Kavkazskaya (North-Caucasian) railway – by 20.1%, the Krasnoyarskaya (Krasnoyarsk), the Gorkovskaya and the Zapadno-Sibirskaya (West-Siberian) railway – by 18.6%, 17.3% and 12.9% respectively. Speaking of the freight structure coal and coke transportation grew best (13.6% and 24.9% up year-on-year respectively), the next position is taken by ferrous metals (13.2%) and oil bulk and mineral fertilizers (1.5% and 4.1% respectively).
Such an impressive growth could be explained by a serious drop of loading during the same period of 2006 due to severe weather conditions. On the other hand, in this January the record loading level was set for 14 years (107.2 mln tones). As a result, in late January loading volume grew by 8.9% year-on-year, throughput was up by 12.8%. The most important for OAO RZD was a rise in high profitable freight transportation. Ferrous metals grew by 13.5%, scrap metals – by 76.3%, foodstuffs and grain – by 17% and 17.7%. Container transportation went up by 9%.
«In January realization of the task to increase loading dynamics in Q1 was started in order to smoothen operation in Q3-Q4 which is a high season», noted president of OAO RZD Vladimir Yakunin.
Tatyana Tokareva
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[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2007/1/rails.jpg" border="1" alt=" " hspace="3" vspace="3" width="163" height="200" align="left" />The last year results of the Russian railway transport work demonstrate the stable dynamic development of the sector. The main production figures increase, the investment plans grow, and the prospects seem to be promising. Although, the shortage of rolling stock, which became obvious in the middle of 2006, prejudices against OAO RZD’s ability to fulfill all the requirements of its clients.
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[DETAIL_TEXT] => The main target of the project is development and implementation of the system, providing efficient management and development of the complex of mutually dependent, juridical independent and centrally managed companies created during OAO RZD’s transformation into a holding company.
The project will be carried out in six stages: from specifying the initial conditions and the boundaries of the project, detailed elaboration of OAO RZD top-managers’ requirements through to the transfer to the target management system of the holding company.
The project will apply to all the subsidiaries and daughter companies of OAO RZD on the territory of the Russian Federation. The planned term of the project is 18 months. The chairman of the Council managing the project is President of OAO RZD Vladimir Yakunin.
Keel of PRISCO Suezmax Laid Down
The Keel Laying Ceremony for the first PRISCO tanker of suezmax type took place on January 31, 2007. This ceremony signified the beginning of a ship construction, so representatives of the ship owner, shipyard’s management and others took part in it.
Currently, two PRISCO tankers of suezmax type are under construction at the Hyunday Heavy Industries ship yard. The new vessels of 166,000 DWT will have 1A ice strengthened class, according to DNV classification, and will be delivered in the second half of this year.
As Denis Bondarenko, PRISCO’s new building inspection engineer, reports, construction work is on the schedule. Currently, workers of the shipyard are assembling blocks of the tankers’ hulls and also testing equipment and machinery of both suezmaxes.
The new vessels are designed to suit a wide variety of navigation conditions. The technical characteristics of the new vessels enable them to be used to transport cargoes everywhere, including northern seas.
NEVZ Got Certificate for Ermak
In January 2007, Novocherkassky Electric Locomotive Plant (NEVZ) got a compliance certificate for the freight three-section alternating current electric locomotive 2ÝC5K Ermak with a booster section. The Certificate was given by the Certification Register at the Federal Railway Transport.
The tests for certification proved that the electric locomotive 2ÝC5K with a booster section meets all the safety requirements. The compliance certificate is in force till April 2009, so NEVZ can start the production of the first series of the locomotive, which will consist of
30 units (90 sections).
Ermaks with booster section will be used at the East-Siberian railway. The additional booster section provides a higher power (10,000 kilowatt), so the new locomotive will be used to transport ultra-heavy trains while reducing time losses for trains reorganization at the stations before the sectors with slopes.
OAO RZD Will Lease 11,000 Units of Freight Rolling Stock
In 2007, OAO RZD will lease about 11,000 units of freight rolling stock for the total sum of over RUR 14 billion.
According to the investment programme, in 2007 the company will purchase about 10,000 gondola cars produced by Uralvagonzavod and 1,000 hoppers for cement transportation produced by OAO Ruzkhimmash. Nowadays, OAO RZD is discussing the opportunity of purchasing additional 10,000 freight wagons in 2007, including 7,000 gondola cars, 2,000 covered wagons and 1,000 hoppers for cement transportation. Last year, 8,569 freight wagons were delivered to Russian railways, including 8,297 gondola cars and 272 covered wagons. The sum of investments of OAO RZD, taking into account the leasing scheme, amounted to over RUR 10 billion.
TransCreditBank Summed Up Results of 2006
In 2006, the balance sheet profit of OAO TransCreditBank amounted to RUR 2.81 billion. In 2005 the figure was RUR 0.99 billion.
The company’s net assets increased by 43% year-on-year to RUR 71.8 billion.
The bank’s equity capital grew from RUR 4.9 billion in 2005 to RUR 7.2 billion in 2006.
The total volume of means attracted from the bank’s clients amounted to RUR 57.5 billion, 44% up year-on-year. The volume of credits given by the bank increased by 1.5 times. On January 1, 2007 the sum was RUR 54.3 billion, and on January 1, 2006, the figure was RUR 35.6 billion.
On February 22, 2007, Standard & Poor’s Rating Agency increased the long-term and the short-term credit ratings of OAO TransCreditBank from B-/C to BB-/B.
Transgarant Launches Subsidiary in Kazakhstan
OOO Firma Transgarant continues to develop its regional network in Russia and neighbouring states. At the beginning to 2007, the company launched a subsidiary in Alma-Aty (Kazakhstan). Its name is TOO TransEuroAsia. The target of the new company is organization of active sales of transport and forwarding services in the region and optimization of work with the cargoes carried by the mother company.
«We believe that Kazakhstan is a prospective region. Lately, there has been noted a constant growth of industrial production there. Thus, the demand for transport and logistic services increases as well», stated Sergey Blynda, Deputy CEO of OOO Firma Transgarant. «Since freight transportation in our own rolling stock is one of Transgarant’s basic activities, I believe that the services of our company will be very popular in the region. Due to the representative office in Kazakhstan, we will be closer to clients: we will be able to understand their requirements better, and provide them with services of higher quality.»
At the end of 2006, OOO Firma Transgarant opened new representative offices in Omsk and Kemerovo (Russia).
OAO RZD’s Authorized Capital Enlarged
In February, President of the Russian Federation Vladimir Putin signed the Decree on putting the state shareholdings of the companies mentioned below to the authorized capital of OAO RZD.
In accordance with the Decree, 75% shareholding of OAO TransCreditBank, 50% shareholding of OAO AK Railways of Yakutia, 100% shareholding of Gudok newspaper and 87.4% shareholding of ROAO «Vysokoskorostnye Magistrali» (High-Speed Railways) are owned by OAO RZD now.
Passing the assets over completely coincides with the policy of the Board and the Board of Directors of OAO RZD, which aims to develop the company’s business, enter new markets, create an efficient holding company and increase its investment possibilities.
Containerships: Construction of Terminal in Leningrad Region to Be Completed in Q4
According to the Committee of Economic Development of the Leningrad Region, Containerships Ltd. Oy (Finland) is to complete the construction of the container terminal in the Yanino settlement (Leningrad region) in Q4 of 2007.
In 2007, Containerships Ltd. Oy plans to invest USD 35 million into the construction of the container terminal. The project of construction of a multimodal container terminal and logistic terminals in the Yanino settlement, initiated by Containerships East (a subsidiary of Containerships Ltd. Oy), was approved by the authorities of the Leningrad Region in February 2006. The total cost of the project is USD 70 million.
Norilsk Nickel Comes Out to Sea
MMC Norilsk Nickel will construct a terminal with the annual capacity of 1.5 million tons of cargo in Murmansk The project was approved at the meeting of the Interdepartamental Coordinating Council for Development of the Murmansk Transport Junction.
«Construction of the terminal in Murmansk is a part of the long-term programme to reduce the company’s transport expenses», explained a representative of Norilsk Nickel Alexey Tyukavin. In his words, in the framework of the programme, the company has already started to develop its Arctic fleet. The first vessel, named «Norilsk Nickel», operates on the sea transport line connecting Murmansk with the port of Dudinka on the Enisey.
At the meeting of the Interdepartamental Coordinating Council, Boris Kravchuk, engineer-in-chief of the project, reported that the construction of the terminal will start this year. He stressed that all cargoes destined to Norilsk Nickel will be carried via the terminal. In its turn, Kolskaya Mining and Smelting Company (a subsidiary of the holding company) will receive up to 120 thousand tons of raw materials via the new terminal.
Novoship Enlarges Fleet
The management of OAO Novorossiysk Shipping Company (Novoship) published the programme of the company’s fleet park enlargement. According to the programme, the total deadweight of Novoship’s vessels will increase from 3.8 million tons to 5 million tons by 2010.
This year, six vessels of Afromax type with the total deadweight of 670 thousand tons and two Handymax tankers for oil products transportation with the total deadweight of 80 thousand tons will be added to the tanker fleet of Novoship. The vessels will be produced at Samsung Heavy Industries shipyard (South Korea). The first of them will be launched this May. In 2007, Novoship plans to increase the amount of Aframax tankers to 27 units and become one of the top three owners of the vessels of this type in the world.
RailTransAuto to Take up to 70% of Car Railway Transportation Market in Russia
RailTransAuto, a joint venture of OAO RZD and TransGroup AS will take up to 70% of the car railway transportation market by 2012. On the whole, it will make about 25% of the total volume of car transportation in the Russian Federation.
In his speech at the conference «Transport Infrastructure and Logistic under conditions of rapid market growth» First Vice-President of OAO RZD Vadim Morozov underlined that in spite of the relevance of the service of organization of cars transportation by the railway transport, there is still no relevant technology for this type of transportation. For this reason, OAO RZD decided to launch a special company in cooperation with TransGroup AS, which is experienced in organization of such transportation. The main targets of the joint venture is attraction of car transportation to railways by organizing a regular linear service on the main routes of cars transportation, renewal of the specialized wagon park and construction of terminals.
OAO Altaivagon: Results of January
In January 2007, OAO Altaivagon produced 485 units of rolling stock, including 275 gondola cars of 12-296-01 model, 160 covered wagons of 11-280 model, and 50 wagons of 11-287 model for cars transportation.
The affiliate of Altaivagon in Kemerovo produced 84 freight flat cars, including 50 units of 12-2114-07 model, 24 units of 13-2116-01 model and 10 units of 13-211803 model. The company’s affiliate Rubtsovsky produced 2,048 tons of core-mold casting.
For hot news visit www.rzd-partner.com
[~DETAIL_TEXT] => The main target of the project is development and implementation of the system, providing efficient management and development of the complex of mutually dependent, juridical independent and centrally managed companies created during OAO RZD’s transformation into a holding company.
The project will be carried out in six stages: from specifying the initial conditions and the boundaries of the project, detailed elaboration of OAO RZD top-managers’ requirements through to the transfer to the target management system of the holding company.
The project will apply to all the subsidiaries and daughter companies of OAO RZD on the territory of the Russian Federation. The planned term of the project is 18 months. The chairman of the Council managing the project is President of OAO RZD Vladimir Yakunin.
Keel of PRISCO Suezmax Laid Down
The Keel Laying Ceremony for the first PRISCO tanker of suezmax type took place on January 31, 2007. This ceremony signified the beginning of a ship construction, so representatives of the ship owner, shipyard’s management and others took part in it.
Currently, two PRISCO tankers of suezmax type are under construction at the Hyunday Heavy Industries ship yard. The new vessels of 166,000 DWT will have 1A ice strengthened class, according to DNV classification, and will be delivered in the second half of this year.
As Denis Bondarenko, PRISCO’s new building inspection engineer, reports, construction work is on the schedule. Currently, workers of the shipyard are assembling blocks of the tankers’ hulls and also testing equipment and machinery of both suezmaxes.
The new vessels are designed to suit a wide variety of navigation conditions. The technical characteristics of the new vessels enable them to be used to transport cargoes everywhere, including northern seas.
NEVZ Got Certificate for Ermak
In January 2007, Novocherkassky Electric Locomotive Plant (NEVZ) got a compliance certificate for the freight three-section alternating current electric locomotive 2ÝC5K Ermak with a booster section. The Certificate was given by the Certification Register at the Federal Railway Transport.
The tests for certification proved that the electric locomotive 2ÝC5K with a booster section meets all the safety requirements. The compliance certificate is in force till April 2009, so NEVZ can start the production of the first series of the locomotive, which will consist of
30 units (90 sections).
Ermaks with booster section will be used at the East-Siberian railway. The additional booster section provides a higher power (10,000 kilowatt), so the new locomotive will be used to transport ultra-heavy trains while reducing time losses for trains reorganization at the stations before the sectors with slopes.
OAO RZD Will Lease 11,000 Units of Freight Rolling Stock
In 2007, OAO RZD will lease about 11,000 units of freight rolling stock for the total sum of over RUR 14 billion.
According to the investment programme, in 2007 the company will purchase about 10,000 gondola cars produced by Uralvagonzavod and 1,000 hoppers for cement transportation produced by OAO Ruzkhimmash. Nowadays, OAO RZD is discussing the opportunity of purchasing additional 10,000 freight wagons in 2007, including 7,000 gondola cars, 2,000 covered wagons and 1,000 hoppers for cement transportation. Last year, 8,569 freight wagons were delivered to Russian railways, including 8,297 gondola cars and 272 covered wagons. The sum of investments of OAO RZD, taking into account the leasing scheme, amounted to over RUR 10 billion.
TransCreditBank Summed Up Results of 2006
In 2006, the balance sheet profit of OAO TransCreditBank amounted to RUR 2.81 billion. In 2005 the figure was RUR 0.99 billion.
The company’s net assets increased by 43% year-on-year to RUR 71.8 billion.
The bank’s equity capital grew from RUR 4.9 billion in 2005 to RUR 7.2 billion in 2006.
The total volume of means attracted from the bank’s clients amounted to RUR 57.5 billion, 44% up year-on-year. The volume of credits given by the bank increased by 1.5 times. On January 1, 2007 the sum was RUR 54.3 billion, and on January 1, 2006, the figure was RUR 35.6 billion.
On February 22, 2007, Standard & Poor’s Rating Agency increased the long-term and the short-term credit ratings of OAO TransCreditBank from B-/C to BB-/B.
Transgarant Launches Subsidiary in Kazakhstan
OOO Firma Transgarant continues to develop its regional network in Russia and neighbouring states. At the beginning to 2007, the company launched a subsidiary in Alma-Aty (Kazakhstan). Its name is TOO TransEuroAsia. The target of the new company is organization of active sales of transport and forwarding services in the region and optimization of work with the cargoes carried by the mother company.
«We believe that Kazakhstan is a prospective region. Lately, there has been noted a constant growth of industrial production there. Thus, the demand for transport and logistic services increases as well», stated Sergey Blynda, Deputy CEO of OOO Firma Transgarant. «Since freight transportation in our own rolling stock is one of Transgarant’s basic activities, I believe that the services of our company will be very popular in the region. Due to the representative office in Kazakhstan, we will be closer to clients: we will be able to understand their requirements better, and provide them with services of higher quality.»
At the end of 2006, OOO Firma Transgarant opened new representative offices in Omsk and Kemerovo (Russia).
OAO RZD’s Authorized Capital Enlarged
In February, President of the Russian Federation Vladimir Putin signed the Decree on putting the state shareholdings of the companies mentioned below to the authorized capital of OAO RZD.
In accordance with the Decree, 75% shareholding of OAO TransCreditBank, 50% shareholding of OAO AK Railways of Yakutia, 100% shareholding of Gudok newspaper and 87.4% shareholding of ROAO «Vysokoskorostnye Magistrali» (High-Speed Railways) are owned by OAO RZD now.
Passing the assets over completely coincides with the policy of the Board and the Board of Directors of OAO RZD, which aims to develop the company’s business, enter new markets, create an efficient holding company and increase its investment possibilities.
Containerships: Construction of Terminal in Leningrad Region to Be Completed in Q4
According to the Committee of Economic Development of the Leningrad Region, Containerships Ltd. Oy (Finland) is to complete the construction of the container terminal in the Yanino settlement (Leningrad region) in Q4 of 2007.
In 2007, Containerships Ltd. Oy plans to invest USD 35 million into the construction of the container terminal. The project of construction of a multimodal container terminal and logistic terminals in the Yanino settlement, initiated by Containerships East (a subsidiary of Containerships Ltd. Oy), was approved by the authorities of the Leningrad Region in February 2006. The total cost of the project is USD 70 million.
Norilsk Nickel Comes Out to Sea
MMC Norilsk Nickel will construct a terminal with the annual capacity of 1.5 million tons of cargo in Murmansk The project was approved at the meeting of the Interdepartamental Coordinating Council for Development of the Murmansk Transport Junction.
«Construction of the terminal in Murmansk is a part of the long-term programme to reduce the company’s transport expenses», explained a representative of Norilsk Nickel Alexey Tyukavin. In his words, in the framework of the programme, the company has already started to develop its Arctic fleet. The first vessel, named «Norilsk Nickel», operates on the sea transport line connecting Murmansk with the port of Dudinka on the Enisey.
At the meeting of the Interdepartamental Coordinating Council, Boris Kravchuk, engineer-in-chief of the project, reported that the construction of the terminal will start this year. He stressed that all cargoes destined to Norilsk Nickel will be carried via the terminal. In its turn, Kolskaya Mining and Smelting Company (a subsidiary of the holding company) will receive up to 120 thousand tons of raw materials via the new terminal.
Novoship Enlarges Fleet
The management of OAO Novorossiysk Shipping Company (Novoship) published the programme of the company’s fleet park enlargement. According to the programme, the total deadweight of Novoship’s vessels will increase from 3.8 million tons to 5 million tons by 2010.
This year, six vessels of Afromax type with the total deadweight of 670 thousand tons and two Handymax tankers for oil products transportation with the total deadweight of 80 thousand tons will be added to the tanker fleet of Novoship. The vessels will be produced at Samsung Heavy Industries shipyard (South Korea). The first of them will be launched this May. In 2007, Novoship plans to increase the amount of Aframax tankers to 27 units and become one of the top three owners of the vessels of this type in the world.
RailTransAuto to Take up to 70% of Car Railway Transportation Market in Russia
RailTransAuto, a joint venture of OAO RZD and TransGroup AS will take up to 70% of the car railway transportation market by 2012. On the whole, it will make about 25% of the total volume of car transportation in the Russian Federation.
In his speech at the conference «Transport Infrastructure and Logistic under conditions of rapid market growth» First Vice-President of OAO RZD Vadim Morozov underlined that in spite of the relevance of the service of organization of cars transportation by the railway transport, there is still no relevant technology for this type of transportation. For this reason, OAO RZD decided to launch a special company in cooperation with TransGroup AS, which is experienced in organization of such transportation. The main targets of the joint venture is attraction of car transportation to railways by organizing a regular linear service on the main routes of cars transportation, renewal of the specialized wagon park and construction of terminals.
OAO Altaivagon: Results of January
In January 2007, OAO Altaivagon produced 485 units of rolling stock, including 275 gondola cars of 12-296-01 model, 160 covered wagons of 11-280 model, and 50 wagons of 11-287 model for cars transportation.
The affiliate of Altaivagon in Kemerovo produced 84 freight flat cars, including 50 units of 12-2114-07 model, 24 units of 13-2116-01 model and 10 units of 13-211803 model. The company’s affiliate Rubtsovsky produced 2,048 tons of core-mold casting.
For hot news visit www.rzd-partner.com
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OAO RZD is launching the project «OAO RZD’s Management system Formation under Reform». The new management system is to be implemented by June 2008.
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[DETAIL_TEXT] => The main target of the project is development and implementation of the system, providing efficient management and development of the complex of mutually dependent, juridical independent and centrally managed companies created during OAO RZD’s transformation into a holding company.
The project will be carried out in six stages: from specifying the initial conditions and the boundaries of the project, detailed elaboration of OAO RZD top-managers’ requirements through to the transfer to the target management system of the holding company.
The project will apply to all the subsidiaries and daughter companies of OAO RZD on the territory of the Russian Federation. The planned term of the project is 18 months. The chairman of the Council managing the project is President of OAO RZD Vladimir Yakunin.
Keel of PRISCO Suezmax Laid Down
The Keel Laying Ceremony for the first PRISCO tanker of suezmax type took place on January 31, 2007. This ceremony signified the beginning of a ship construction, so representatives of the ship owner, shipyard’s management and others took part in it.
Currently, two PRISCO tankers of suezmax type are under construction at the Hyunday Heavy Industries ship yard. The new vessels of 166,000 DWT will have 1A ice strengthened class, according to DNV classification, and will be delivered in the second half of this year.
As Denis Bondarenko, PRISCO’s new building inspection engineer, reports, construction work is on the schedule. Currently, workers of the shipyard are assembling blocks of the tankers’ hulls and also testing equipment and machinery of both suezmaxes.
The new vessels are designed to suit a wide variety of navigation conditions. The technical characteristics of the new vessels enable them to be used to transport cargoes everywhere, including northern seas.
NEVZ Got Certificate for Ermak
In January 2007, Novocherkassky Electric Locomotive Plant (NEVZ) got a compliance certificate for the freight three-section alternating current electric locomotive 2ÝC5K Ermak with a booster section. The Certificate was given by the Certification Register at the Federal Railway Transport.
The tests for certification proved that the electric locomotive 2ÝC5K with a booster section meets all the safety requirements. The compliance certificate is in force till April 2009, so NEVZ can start the production of the first series of the locomotive, which will consist of
30 units (90 sections).
Ermaks with booster section will be used at the East-Siberian railway. The additional booster section provides a higher power (10,000 kilowatt), so the new locomotive will be used to transport ultra-heavy trains while reducing time losses for trains reorganization at the stations before the sectors with slopes.
OAO RZD Will Lease 11,000 Units of Freight Rolling Stock
In 2007, OAO RZD will lease about 11,000 units of freight rolling stock for the total sum of over RUR 14 billion.
According to the investment programme, in 2007 the company will purchase about 10,000 gondola cars produced by Uralvagonzavod and 1,000 hoppers for cement transportation produced by OAO Ruzkhimmash. Nowadays, OAO RZD is discussing the opportunity of purchasing additional 10,000 freight wagons in 2007, including 7,000 gondola cars, 2,000 covered wagons and 1,000 hoppers for cement transportation. Last year, 8,569 freight wagons were delivered to Russian railways, including 8,297 gondola cars and 272 covered wagons. The sum of investments of OAO RZD, taking into account the leasing scheme, amounted to over RUR 10 billion.
TransCreditBank Summed Up Results of 2006
In 2006, the balance sheet profit of OAO TransCreditBank amounted to RUR 2.81 billion. In 2005 the figure was RUR 0.99 billion.
The company’s net assets increased by 43% year-on-year to RUR 71.8 billion.
The bank’s equity capital grew from RUR 4.9 billion in 2005 to RUR 7.2 billion in 2006.
The total volume of means attracted from the bank’s clients amounted to RUR 57.5 billion, 44% up year-on-year. The volume of credits given by the bank increased by 1.5 times. On January 1, 2007 the sum was RUR 54.3 billion, and on January 1, 2006, the figure was RUR 35.6 billion.
On February 22, 2007, Standard & Poor’s Rating Agency increased the long-term and the short-term credit ratings of OAO TransCreditBank from B-/C to BB-/B.
Transgarant Launches Subsidiary in Kazakhstan
OOO Firma Transgarant continues to develop its regional network in Russia and neighbouring states. At the beginning to 2007, the company launched a subsidiary in Alma-Aty (Kazakhstan). Its name is TOO TransEuroAsia. The target of the new company is organization of active sales of transport and forwarding services in the region and optimization of work with the cargoes carried by the mother company.
«We believe that Kazakhstan is a prospective region. Lately, there has been noted a constant growth of industrial production there. Thus, the demand for transport and logistic services increases as well», stated Sergey Blynda, Deputy CEO of OOO Firma Transgarant. «Since freight transportation in our own rolling stock is one of Transgarant’s basic activities, I believe that the services of our company will be very popular in the region. Due to the representative office in Kazakhstan, we will be closer to clients: we will be able to understand their requirements better, and provide them with services of higher quality.»
At the end of 2006, OOO Firma Transgarant opened new representative offices in Omsk and Kemerovo (Russia).
OAO RZD’s Authorized Capital Enlarged
In February, President of the Russian Federation Vladimir Putin signed the Decree on putting the state shareholdings of the companies mentioned below to the authorized capital of OAO RZD.
In accordance with the Decree, 75% shareholding of OAO TransCreditBank, 50% shareholding of OAO AK Railways of Yakutia, 100% shareholding of Gudok newspaper and 87.4% shareholding of ROAO «Vysokoskorostnye Magistrali» (High-Speed Railways) are owned by OAO RZD now.
Passing the assets over completely coincides with the policy of the Board and the Board of Directors of OAO RZD, which aims to develop the company’s business, enter new markets, create an efficient holding company and increase its investment possibilities.
Containerships: Construction of Terminal in Leningrad Region to Be Completed in Q4
According to the Committee of Economic Development of the Leningrad Region, Containerships Ltd. Oy (Finland) is to complete the construction of the container terminal in the Yanino settlement (Leningrad region) in Q4 of 2007.
In 2007, Containerships Ltd. Oy plans to invest USD 35 million into the construction of the container terminal. The project of construction of a multimodal container terminal and logistic terminals in the Yanino settlement, initiated by Containerships East (a subsidiary of Containerships Ltd. Oy), was approved by the authorities of the Leningrad Region in February 2006. The total cost of the project is USD 70 million.
Norilsk Nickel Comes Out to Sea
MMC Norilsk Nickel will construct a terminal with the annual capacity of 1.5 million tons of cargo in Murmansk The project was approved at the meeting of the Interdepartamental Coordinating Council for Development of the Murmansk Transport Junction.
«Construction of the terminal in Murmansk is a part of the long-term programme to reduce the company’s transport expenses», explained a representative of Norilsk Nickel Alexey Tyukavin. In his words, in the framework of the programme, the company has already started to develop its Arctic fleet. The first vessel, named «Norilsk Nickel», operates on the sea transport line connecting Murmansk with the port of Dudinka on the Enisey.
At the meeting of the Interdepartamental Coordinating Council, Boris Kravchuk, engineer-in-chief of the project, reported that the construction of the terminal will start this year. He stressed that all cargoes destined to Norilsk Nickel will be carried via the terminal. In its turn, Kolskaya Mining and Smelting Company (a subsidiary of the holding company) will receive up to 120 thousand tons of raw materials via the new terminal.
Novoship Enlarges Fleet
The management of OAO Novorossiysk Shipping Company (Novoship) published the programme of the company’s fleet park enlargement. According to the programme, the total deadweight of Novoship’s vessels will increase from 3.8 million tons to 5 million tons by 2010.
This year, six vessels of Afromax type with the total deadweight of 670 thousand tons and two Handymax tankers for oil products transportation with the total deadweight of 80 thousand tons will be added to the tanker fleet of Novoship. The vessels will be produced at Samsung Heavy Industries shipyard (South Korea). The first of them will be launched this May. In 2007, Novoship plans to increase the amount of Aframax tankers to 27 units and become one of the top three owners of the vessels of this type in the world.
RailTransAuto to Take up to 70% of Car Railway Transportation Market in Russia
RailTransAuto, a joint venture of OAO RZD and TransGroup AS will take up to 70% of the car railway transportation market by 2012. On the whole, it will make about 25% of the total volume of car transportation in the Russian Federation.
In his speech at the conference «Transport Infrastructure and Logistic under conditions of rapid market growth» First Vice-President of OAO RZD Vadim Morozov underlined that in spite of the relevance of the service of organization of cars transportation by the railway transport, there is still no relevant technology for this type of transportation. For this reason, OAO RZD decided to launch a special company in cooperation with TransGroup AS, which is experienced in organization of such transportation. The main targets of the joint venture is attraction of car transportation to railways by organizing a regular linear service on the main routes of cars transportation, renewal of the specialized wagon park and construction of terminals.
OAO Altaivagon: Results of January
In January 2007, OAO Altaivagon produced 485 units of rolling stock, including 275 gondola cars of 12-296-01 model, 160 covered wagons of 11-280 model, and 50 wagons of 11-287 model for cars transportation.
The affiliate of Altaivagon in Kemerovo produced 84 freight flat cars, including 50 units of 12-2114-07 model, 24 units of 13-2116-01 model and 10 units of 13-211803 model. The company’s affiliate Rubtsovsky produced 2,048 tons of core-mold casting.
For hot news visit www.rzd-partner.com
[~DETAIL_TEXT] => The main target of the project is development and implementation of the system, providing efficient management and development of the complex of mutually dependent, juridical independent and centrally managed companies created during OAO RZD’s transformation into a holding company.
The project will be carried out in six stages: from specifying the initial conditions and the boundaries of the project, detailed elaboration of OAO RZD top-managers’ requirements through to the transfer to the target management system of the holding company.
The project will apply to all the subsidiaries and daughter companies of OAO RZD on the territory of the Russian Federation. The planned term of the project is 18 months. The chairman of the Council managing the project is President of OAO RZD Vladimir Yakunin.
Keel of PRISCO Suezmax Laid Down
The Keel Laying Ceremony for the first PRISCO tanker of suezmax type took place on January 31, 2007. This ceremony signified the beginning of a ship construction, so representatives of the ship owner, shipyard’s management and others took part in it.
Currently, two PRISCO tankers of suezmax type are under construction at the Hyunday Heavy Industries ship yard. The new vessels of 166,000 DWT will have 1A ice strengthened class, according to DNV classification, and will be delivered in the second half of this year.
As Denis Bondarenko, PRISCO’s new building inspection engineer, reports, construction work is on the schedule. Currently, workers of the shipyard are assembling blocks of the tankers’ hulls and also testing equipment and machinery of both suezmaxes.
The new vessels are designed to suit a wide variety of navigation conditions. The technical characteristics of the new vessels enable them to be used to transport cargoes everywhere, including northern seas.
NEVZ Got Certificate for Ermak
In January 2007, Novocherkassky Electric Locomotive Plant (NEVZ) got a compliance certificate for the freight three-section alternating current electric locomotive 2ÝC5K Ermak with a booster section. The Certificate was given by the Certification Register at the Federal Railway Transport.
The tests for certification proved that the electric locomotive 2ÝC5K with a booster section meets all the safety requirements. The compliance certificate is in force till April 2009, so NEVZ can start the production of the first series of the locomotive, which will consist of
30 units (90 sections).
Ermaks with booster section will be used at the East-Siberian railway. The additional booster section provides a higher power (10,000 kilowatt), so the new locomotive will be used to transport ultra-heavy trains while reducing time losses for trains reorganization at the stations before the sectors with slopes.
OAO RZD Will Lease 11,000 Units of Freight Rolling Stock
In 2007, OAO RZD will lease about 11,000 units of freight rolling stock for the total sum of over RUR 14 billion.
According to the investment programme, in 2007 the company will purchase about 10,000 gondola cars produced by Uralvagonzavod and 1,000 hoppers for cement transportation produced by OAO Ruzkhimmash. Nowadays, OAO RZD is discussing the opportunity of purchasing additional 10,000 freight wagons in 2007, including 7,000 gondola cars, 2,000 covered wagons and 1,000 hoppers for cement transportation. Last year, 8,569 freight wagons were delivered to Russian railways, including 8,297 gondola cars and 272 covered wagons. The sum of investments of OAO RZD, taking into account the leasing scheme, amounted to over RUR 10 billion.
TransCreditBank Summed Up Results of 2006
In 2006, the balance sheet profit of OAO TransCreditBank amounted to RUR 2.81 billion. In 2005 the figure was RUR 0.99 billion.
The company’s net assets increased by 43% year-on-year to RUR 71.8 billion.
The bank’s equity capital grew from RUR 4.9 billion in 2005 to RUR 7.2 billion in 2006.
The total volume of means attracted from the bank’s clients amounted to RUR 57.5 billion, 44% up year-on-year. The volume of credits given by the bank increased by 1.5 times. On January 1, 2007 the sum was RUR 54.3 billion, and on January 1, 2006, the figure was RUR 35.6 billion.
On February 22, 2007, Standard & Poor’s Rating Agency increased the long-term and the short-term credit ratings of OAO TransCreditBank from B-/C to BB-/B.
Transgarant Launches Subsidiary in Kazakhstan
OOO Firma Transgarant continues to develop its regional network in Russia and neighbouring states. At the beginning to 2007, the company launched a subsidiary in Alma-Aty (Kazakhstan). Its name is TOO TransEuroAsia. The target of the new company is organization of active sales of transport and forwarding services in the region and optimization of work with the cargoes carried by the mother company.
«We believe that Kazakhstan is a prospective region. Lately, there has been noted a constant growth of industrial production there. Thus, the demand for transport and logistic services increases as well», stated Sergey Blynda, Deputy CEO of OOO Firma Transgarant. «Since freight transportation in our own rolling stock is one of Transgarant’s basic activities, I believe that the services of our company will be very popular in the region. Due to the representative office in Kazakhstan, we will be closer to clients: we will be able to understand their requirements better, and provide them with services of higher quality.»
At the end of 2006, OOO Firma Transgarant opened new representative offices in Omsk and Kemerovo (Russia).
OAO RZD’s Authorized Capital Enlarged
In February, President of the Russian Federation Vladimir Putin signed the Decree on putting the state shareholdings of the companies mentioned below to the authorized capital of OAO RZD.
In accordance with the Decree, 75% shareholding of OAO TransCreditBank, 50% shareholding of OAO AK Railways of Yakutia, 100% shareholding of Gudok newspaper and 87.4% shareholding of ROAO «Vysokoskorostnye Magistrali» (High-Speed Railways) are owned by OAO RZD now.
Passing the assets over completely coincides with the policy of the Board and the Board of Directors of OAO RZD, which aims to develop the company’s business, enter new markets, create an efficient holding company and increase its investment possibilities.
Containerships: Construction of Terminal in Leningrad Region to Be Completed in Q4
According to the Committee of Economic Development of the Leningrad Region, Containerships Ltd. Oy (Finland) is to complete the construction of the container terminal in the Yanino settlement (Leningrad region) in Q4 of 2007.
In 2007, Containerships Ltd. Oy plans to invest USD 35 million into the construction of the container terminal. The project of construction of a multimodal container terminal and logistic terminals in the Yanino settlement, initiated by Containerships East (a subsidiary of Containerships Ltd. Oy), was approved by the authorities of the Leningrad Region in February 2006. The total cost of the project is USD 70 million.
Norilsk Nickel Comes Out to Sea
MMC Norilsk Nickel will construct a terminal with the annual capacity of 1.5 million tons of cargo in Murmansk The project was approved at the meeting of the Interdepartamental Coordinating Council for Development of the Murmansk Transport Junction.
«Construction of the terminal in Murmansk is a part of the long-term programme to reduce the company’s transport expenses», explained a representative of Norilsk Nickel Alexey Tyukavin. In his words, in the framework of the programme, the company has already started to develop its Arctic fleet. The first vessel, named «Norilsk Nickel», operates on the sea transport line connecting Murmansk with the port of Dudinka on the Enisey.
At the meeting of the Interdepartamental Coordinating Council, Boris Kravchuk, engineer-in-chief of the project, reported that the construction of the terminal will start this year. He stressed that all cargoes destined to Norilsk Nickel will be carried via the terminal. In its turn, Kolskaya Mining and Smelting Company (a subsidiary of the holding company) will receive up to 120 thousand tons of raw materials via the new terminal.
Novoship Enlarges Fleet
The management of OAO Novorossiysk Shipping Company (Novoship) published the programme of the company’s fleet park enlargement. According to the programme, the total deadweight of Novoship’s vessels will increase from 3.8 million tons to 5 million tons by 2010.
This year, six vessels of Afromax type with the total deadweight of 670 thousand tons and two Handymax tankers for oil products transportation with the total deadweight of 80 thousand tons will be added to the tanker fleet of Novoship. The vessels will be produced at Samsung Heavy Industries shipyard (South Korea). The first of them will be launched this May. In 2007, Novoship plans to increase the amount of Aframax tankers to 27 units and become one of the top three owners of the vessels of this type in the world.
RailTransAuto to Take up to 70% of Car Railway Transportation Market in Russia
RailTransAuto, a joint venture of OAO RZD and TransGroup AS will take up to 70% of the car railway transportation market by 2012. On the whole, it will make about 25% of the total volume of car transportation in the Russian Federation.
In his speech at the conference «Transport Infrastructure and Logistic under conditions of rapid market growth» First Vice-President of OAO RZD Vadim Morozov underlined that in spite of the relevance of the service of organization of cars transportation by the railway transport, there is still no relevant technology for this type of transportation. For this reason, OAO RZD decided to launch a special company in cooperation with TransGroup AS, which is experienced in organization of such transportation. The main targets of the joint venture is attraction of car transportation to railways by organizing a regular linear service on the main routes of cars transportation, renewal of the specialized wagon park and construction of terminals.
OAO Altaivagon: Results of January
In January 2007, OAO Altaivagon produced 485 units of rolling stock, including 275 gondola cars of 12-296-01 model, 160 covered wagons of 11-280 model, and 50 wagons of 11-287 model for cars transportation.
The affiliate of Altaivagon in Kemerovo produced 84 freight flat cars, including 50 units of 12-2114-07 model, 24 units of 13-2116-01 model and 10 units of 13-211803 model. The company’s affiliate Rubtsovsky produced 2,048 tons of core-mold casting.
For hot news visit www.rzd-partner.com
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[DETAIL_TEXT] => 
At the moment, almost 90% of total volume of transportation in Russia is carried out by 15 big companies, while the rest is taken by 180 market players. By now two basic directions for the Russian airlines market development have been chosen, i.e. natural extension and development of enterprises and airlines mergers. Aeroflot-Russian Airlines, TransAir, S7 (Siberia) and UTAir took the first path. The way of mergers was taken by Russia and Pulkovo that will form a new company soon. Domodedovo airlines, Krasair, Omskavia, Samara and Sibaviatrans have also been using the merger mechanism. The first step in this respect was the launch of AirUnion alliance in 2004. Consolidation was caused by modern market demands and seemed quite a logical move in the context of world tendencies; this initiative was supported by the state.
Still having juridical independence, the companies united their resources and have been cooperating on parity terms.
Domodedovo Airlines is one of the biggest air carriers in Russia. During its forty years on the market, the company has proved to be one of the most reliable and safest carriers thanks to its reasonably conservative development strategy, thorough staff policy and high organizational level. The airline is headquartered in Moscow’s Domodedovo airport and operates regular flights from the capital both to Russian regions (Siberia, Russian Far East, South regions) and abroad. The company’s priority now is to expand its route net to operate flights to the largest centers of Russia and foreign countries, as well as to provide new passenger services.
Krasnoyarsk Airlines takes the fourth place in the Russian airlines rating and is officially declared the safest carrier in Russia. Drawing on its rich traditions and wide experience, the company performs as an innovator on the modern air market. The successful launch of transfer technologies in Krasnoyarsk airport allows the enterprise to aspire for the status of the largest Russian hub. The company’s priorities nowadays cover such aspects as creating most comfortable conditions for passengers, price policy optimization, services improvement and expansion of their range.
OmskAvia has been operating on the market for ten years and performs as the only base airline of the biggest Siberian city Omsk. The airline operates regular flights in Russia and to biggest German cities (Koeln, Hannover, Frankfurt-am-Main).
Samara airline is the biggest air enterprise of TransVolga federal region. Being one of the key Russian air carriers, the company operates regular flights to over 30 destinations in Russia, Europe and Asia. The company operates flights within fan-schedule scheme that may lead to the airline becoming the center of transfer routes providing highly frequent communication between southern destinations and Western Siberia.
Sibaviatrans is a leader on the market of Krasnoyarsk regional transportation and operates flights to numerous, including hard-to-reach, destinations of Krasnoyarsk region. The airline links over 30 Russian cities. Sibaviatrans is the only commercial airline in Russia authorized by the state to service contracts of social importance: sanitary aviation, forest conservation, oil- and gas-prospecting, control of energy complex objects.
The project of 5 airlines alliance was initiated by KrasAir shareholders under the general control of Boris Abramovich, CEO of this company. The project target is to form a single juridical person capable to become the second after Aeroflot in terms of transportation volume. The completion of the unification process was planned for the end of 2005, and then it was postponed until summer 2006. Now the completion date is postponed until 2008 approximately. The main reason for such delay is the attitude adopted by the Federal Agency on Federal Property Control which objects to the proportion of state shares in the prospective united airline. Negotiations are underway.
The preliminary stage of merger deal is actually completed: optimization of aircraft fleet has been fulfilled, as well as that of routes, schedule, and commercial policy for the alliance partner airlines; certain organizational functions have been centralized.
Now preparation to the next stage is unfolding: this envisages transfer of alliance air carriers to typical shares. This process is to be implemented in two steps, i.e. launch of the holding and then final re-organization in the form of merger. The concluding stage of consolidation will focus on extensive and intensive AirUnion development to expand profit base and market share. The newly created company plans to expand route net significantly and reach the international market, having taken one of the key positions in trans-Russian transportation. IPO opportunity is also considered in 2008.
The idea of launching unified carrier on the basis of AirUnion alliance was actively supported by the Russian air engineering sector. The matter is the consolidated company intends to acquire about 50 aircrafts Sukhoi Superjet –100 (earlier RRJ) designed by national aircraft engineers for regional transportation. Last year Civil Aircrafts by Sukhoi and AirUnion signed a contract worth USD 400 mln. The contract envisages purchase of 15 Sukhoi Superjet-100 aircrafts of the basic 95-seats configuration and options for another 15 aircrafts of this model.
Among the latest strategic decisions of AirUnion the purchase of Malev, a Hungarian airline, can be quoted. In January 2007 it was announced that AirBridge Zrt, whose shareholder is Boris Abramovich, AiRUnion co-owner, won the tender. Lithuanian LAL Investiciju Valdymas, Ofer Hava controlled by Irish and Hungarian investors, Sky Alliance Zrt, joining 200 pilots of the national airline, applied to participate in the project. AirUnion и Airbridje will pay USD 208 mln for 99.95% shares of the Hungarian carrier. According to the contract, Airbridje is obliged to carry on Malev’s restructuring, after paying off its debts and also turn it into a competitive profitable business unit in one-two years. New owners plan to coordinate the activities of the Hungarian carrier with other alliance participants. Malev’s routes are to be united with the ones served by AirUnion. According to experts, Malev’s route net will enable AirUnion to become a serious player on the international air transportation market. Having attracted passengers to Malev’s route net, AirUnion will reach a qualitatively new level.
It should be mentioned that AirUnion increases its results annually, which stands for the chosen development strategy. This perfectly corresponds to the modern market demands and market players expectations. Thus, one should wait for the final decision on the arrival of the new single carrier formed on the alliance basis, which will demonstrate that AirUnion and the state have managed to come to an agreement.
Our reference
Last year airlines of AirUnion alliance transported almost 3.343 mln. passengers (+4% year-on-year). In particular, regular flights transported 2.613 mln passengers (+15%). Aircrafts of partnering airlines spent 118 401 hours in the air (+13%), including those of regular flights – 102 634 hours (+18%). Passenger turnover in 2006 amounted to 10 388 mln. passenger kilometers(+5%), wherein 8 439 mln.passenger kilometers is attributed to regular lines (+15%). In 2006 aircrafts of the alliance transported 33 054 tons of cargo (-3%), while regular flights - 31 045 tons (+1%).
Elena Ushkova
[~DETAIL_TEXT] => At the moment, almost 90% of total volume of transportation in Russia is carried out by 15 big companies, while the rest is taken by 180 market players. By now two basic directions for the Russian airlines market development have been chosen, i.e. natural extension and development of enterprises and airlines mergers. Aeroflot-Russian Airlines, TransAir, S7 (Siberia) and UTAir took the first path. The way of mergers was taken by Russia and Pulkovo that will form a new company soon. Domodedovo airlines, Krasair, Omskavia, Samara and Sibaviatrans have also been using the merger mechanism. The first step in this respect was the launch of AirUnion alliance in 2004. Consolidation was caused by modern market demands and seemed quite a logical move in the context of world tendencies; this initiative was supported by the state.
Still having juridical independence, the companies united their resources and have been cooperating on parity terms.
Domodedovo Airlines is one of the biggest air carriers in Russia. During its forty years on the market, the company has proved to be one of the most reliable and safest carriers thanks to its reasonably conservative development strategy, thorough staff policy and high organizational level. The airline is headquartered in Moscow’s Domodedovo airport and operates regular flights from the capital both to Russian regions (Siberia, Russian Far East, South regions) and abroad. The company’s priority now is to expand its route net to operate flights to the largest centers of Russia and foreign countries, as well as to provide new passenger services.
Krasnoyarsk Airlines takes the fourth place in the Russian airlines rating and is officially declared the safest carrier in Russia. Drawing on its rich traditions and wide experience, the company performs as an innovator on the modern air market. The successful launch of transfer technologies in Krasnoyarsk airport allows the enterprise to aspire for the status of the largest Russian hub. The company’s priorities nowadays cover such aspects as creating most comfortable conditions for passengers, price policy optimization, services improvement and expansion of their range.
OmskAvia has been operating on the market for ten years and performs as the only base airline of the biggest Siberian city Omsk. The airline operates regular flights in Russia and to biggest German cities (Koeln, Hannover, Frankfurt-am-Main).
Samara airline is the biggest air enterprise of TransVolga federal region. Being one of the key Russian air carriers, the company operates regular flights to over 30 destinations in Russia, Europe and Asia. The company operates flights within fan-schedule scheme that may lead to the airline becoming the center of transfer routes providing highly frequent communication between southern destinations and Western Siberia.
Sibaviatrans is a leader on the market of Krasnoyarsk regional transportation and operates flights to numerous, including hard-to-reach, destinations of Krasnoyarsk region. The airline links over 30 Russian cities. Sibaviatrans is the only commercial airline in Russia authorized by the state to service contracts of social importance: sanitary aviation, forest conservation, oil- and gas-prospecting, control of energy complex objects.
The project of 5 airlines alliance was initiated by KrasAir shareholders under the general control of Boris Abramovich, CEO of this company. The project target is to form a single juridical person capable to become the second after Aeroflot in terms of transportation volume. The completion of the unification process was planned for the end of 2005, and then it was postponed until summer 2006. Now the completion date is postponed until 2008 approximately. The main reason for such delay is the attitude adopted by the Federal Agency on Federal Property Control which objects to the proportion of state shares in the prospective united airline. Negotiations are underway.
The preliminary stage of merger deal is actually completed: optimization of aircraft fleet has been fulfilled, as well as that of routes, schedule, and commercial policy for the alliance partner airlines; certain organizational functions have been centralized.
Now preparation to the next stage is unfolding: this envisages transfer of alliance air carriers to typical shares. This process is to be implemented in two steps, i.e. launch of the holding and then final re-organization in the form of merger. The concluding stage of consolidation will focus on extensive and intensive AirUnion development to expand profit base and market share. The newly created company plans to expand route net significantly and reach the international market, having taken one of the key positions in trans-Russian transportation. IPO opportunity is also considered in 2008.
The idea of launching unified carrier on the basis of AirUnion alliance was actively supported by the Russian air engineering sector. The matter is the consolidated company intends to acquire about 50 aircrafts Sukhoi Superjet –100 (earlier RRJ) designed by national aircraft engineers for regional transportation. Last year Civil Aircrafts by Sukhoi and AirUnion signed a contract worth USD 400 mln. The contract envisages purchase of 15 Sukhoi Superjet-100 aircrafts of the basic 95-seats configuration and options for another 15 aircrafts of this model.
Among the latest strategic decisions of AirUnion the purchase of Malev, a Hungarian airline, can be quoted. In January 2007 it was announced that AirBridge Zrt, whose shareholder is Boris Abramovich, AiRUnion co-owner, won the tender. Lithuanian LAL Investiciju Valdymas, Ofer Hava controlled by Irish and Hungarian investors, Sky Alliance Zrt, joining 200 pilots of the national airline, applied to participate in the project. AirUnion и Airbridje will pay USD 208 mln for 99.95% shares of the Hungarian carrier. According to the contract, Airbridje is obliged to carry on Malev’s restructuring, after paying off its debts and also turn it into a competitive profitable business unit in one-two years. New owners plan to coordinate the activities of the Hungarian carrier with other alliance participants. Malev’s routes are to be united with the ones served by AirUnion. According to experts, Malev’s route net will enable AirUnion to become a serious player on the international air transportation market. Having attracted passengers to Malev’s route net, AirUnion will reach a qualitatively new level.
It should be mentioned that AirUnion increases its results annually, which stands for the chosen development strategy. This perfectly corresponds to the modern market demands and market players expectations. Thus, one should wait for the final decision on the arrival of the new single carrier formed on the alliance basis, which will demonstrate that AirUnion and the state have managed to come to an agreement.
Our reference
Last year airlines of AirUnion alliance transported almost 3.343 mln. passengers (+4% year-on-year). In particular, regular flights transported 2.613 mln passengers (+15%). Aircrafts of partnering airlines spent 118 401 hours in the air (+13%), including those of regular flights – 102 634 hours (+18%). Passenger turnover in 2006 amounted to 10 388 mln. passenger kilometers(+5%), wherein 8 439 mln.passenger kilometers is attributed to regular lines (+15%). In 2006 aircrafts of the alliance transported 33 054 tons of cargo (-3%), while regular flights - 31 045 tons (+1%).
Elena Ushkova
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[DETAIL_TEXT] => At the moment, almost 90% of total volume of transportation in Russia is carried out by 15 big companies, while the rest is taken by 180 market players. By now two basic directions for the Russian airlines market development have been chosen, i.e. natural extension and development of enterprises and airlines mergers. Aeroflot-Russian Airlines, TransAir, S7 (Siberia) and UTAir took the first path. The way of mergers was taken by Russia and Pulkovo that will form a new company soon. Domodedovo airlines, Krasair, Omskavia, Samara and Sibaviatrans have also been using the merger mechanism. The first step in this respect was the launch of AirUnion alliance in 2004. Consolidation was caused by modern market demands and seemed quite a logical move in the context of world tendencies; this initiative was supported by the state.
Still having juridical independence, the companies united their resources and have been cooperating on parity terms.
Domodedovo Airlines is one of the biggest air carriers in Russia. During its forty years on the market, the company has proved to be one of the most reliable and safest carriers thanks to its reasonably conservative development strategy, thorough staff policy and high organizational level. The airline is headquartered in Moscow’s Domodedovo airport and operates regular flights from the capital both to Russian regions (Siberia, Russian Far East, South regions) and abroad. The company’s priority now is to expand its route net to operate flights to the largest centers of Russia and foreign countries, as well as to provide new passenger services.
Krasnoyarsk Airlines takes the fourth place in the Russian airlines rating and is officially declared the safest carrier in Russia. Drawing on its rich traditions and wide experience, the company performs as an innovator on the modern air market. The successful launch of transfer technologies in Krasnoyarsk airport allows the enterprise to aspire for the status of the largest Russian hub. The company’s priorities nowadays cover such aspects as creating most comfortable conditions for passengers, price policy optimization, services improvement and expansion of their range.
OmskAvia has been operating on the market for ten years and performs as the only base airline of the biggest Siberian city Omsk. The airline operates regular flights in Russia and to biggest German cities (Koeln, Hannover, Frankfurt-am-Main).
Samara airline is the biggest air enterprise of TransVolga federal region. Being one of the key Russian air carriers, the company operates regular flights to over 30 destinations in Russia, Europe and Asia. The company operates flights within fan-schedule scheme that may lead to the airline becoming the center of transfer routes providing highly frequent communication between southern destinations and Western Siberia.
Sibaviatrans is a leader on the market of Krasnoyarsk regional transportation and operates flights to numerous, including hard-to-reach, destinations of Krasnoyarsk region. The airline links over 30 Russian cities. Sibaviatrans is the only commercial airline in Russia authorized by the state to service contracts of social importance: sanitary aviation, forest conservation, oil- and gas-prospecting, control of energy complex objects.
The project of 5 airlines alliance was initiated by KrasAir shareholders under the general control of Boris Abramovich, CEO of this company. The project target is to form a single juridical person capable to become the second after Aeroflot in terms of transportation volume. The completion of the unification process was planned for the end of 2005, and then it was postponed until summer 2006. Now the completion date is postponed until 2008 approximately. The main reason for such delay is the attitude adopted by the Federal Agency on Federal Property Control which objects to the proportion of state shares in the prospective united airline. Negotiations are underway.
The preliminary stage of merger deal is actually completed: optimization of aircraft fleet has been fulfilled, as well as that of routes, schedule, and commercial policy for the alliance partner airlines; certain organizational functions have been centralized.
Now preparation to the next stage is unfolding: this envisages transfer of alliance air carriers to typical shares. This process is to be implemented in two steps, i.e. launch of the holding and then final re-organization in the form of merger. The concluding stage of consolidation will focus on extensive and intensive AirUnion development to expand profit base and market share. The newly created company plans to expand route net significantly and reach the international market, having taken one of the key positions in trans-Russian transportation. IPO opportunity is also considered in 2008.
The idea of launching unified carrier on the basis of AirUnion alliance was actively supported by the Russian air engineering sector. The matter is the consolidated company intends to acquire about 50 aircrafts Sukhoi Superjet –100 (earlier RRJ) designed by national aircraft engineers for regional transportation. Last year Civil Aircrafts by Sukhoi and AirUnion signed a contract worth USD 400 mln. The contract envisages purchase of 15 Sukhoi Superjet-100 aircrafts of the basic 95-seats configuration and options for another 15 aircrafts of this model.
Among the latest strategic decisions of AirUnion the purchase of Malev, a Hungarian airline, can be quoted. In January 2007 it was announced that AirBridge Zrt, whose shareholder is Boris Abramovich, AiRUnion co-owner, won the tender. Lithuanian LAL Investiciju Valdymas, Ofer Hava controlled by Irish and Hungarian investors, Sky Alliance Zrt, joining 200 pilots of the national airline, applied to participate in the project. AirUnion и Airbridje will pay USD 208 mln for 99.95% shares of the Hungarian carrier. According to the contract, Airbridje is obliged to carry on Malev’s restructuring, after paying off its debts and also turn it into a competitive profitable business unit in one-two years. New owners plan to coordinate the activities of the Hungarian carrier with other alliance participants. Malev’s routes are to be united with the ones served by AirUnion. According to experts, Malev’s route net will enable AirUnion to become a serious player on the international air transportation market. Having attracted passengers to Malev’s route net, AirUnion will reach a qualitatively new level.
It should be mentioned that AirUnion increases its results annually, which stands for the chosen development strategy. This perfectly corresponds to the modern market demands and market players expectations. Thus, one should wait for the final decision on the arrival of the new single carrier formed on the alliance basis, which will demonstrate that AirUnion and the state have managed to come to an agreement.
Our reference
Last year airlines of AirUnion alliance transported almost 3.343 mln. passengers (+4% year-on-year). In particular, regular flights transported 2.613 mln passengers (+15%). Aircrafts of partnering airlines spent 118 401 hours in the air (+13%), including those of regular flights – 102 634 hours (+18%). Passenger turnover in 2006 amounted to 10 388 mln. passenger kilometers(+5%), wherein 8 439 mln.passenger kilometers is attributed to regular lines (+15%). In 2006 aircrafts of the alliance transported 33 054 tons of cargo (-3%), while regular flights - 31 045 tons (+1%).
Elena Ushkova
[~DETAIL_TEXT] => At the moment, almost 90% of total volume of transportation in Russia is carried out by 15 big companies, while the rest is taken by 180 market players. By now two basic directions for the Russian airlines market development have been chosen, i.e. natural extension and development of enterprises and airlines mergers. Aeroflot-Russian Airlines, TransAir, S7 (Siberia) and UTAir took the first path. The way of mergers was taken by Russia and Pulkovo that will form a new company soon. Domodedovo airlines, Krasair, Omskavia, Samara and Sibaviatrans have also been using the merger mechanism. The first step in this respect was the launch of AirUnion alliance in 2004. Consolidation was caused by modern market demands and seemed quite a logical move in the context of world tendencies; this initiative was supported by the state.
Still having juridical independence, the companies united their resources and have been cooperating on parity terms.
Domodedovo Airlines is one of the biggest air carriers in Russia. During its forty years on the market, the company has proved to be one of the most reliable and safest carriers thanks to its reasonably conservative development strategy, thorough staff policy and high organizational level. The airline is headquartered in Moscow’s Domodedovo airport and operates regular flights from the capital both to Russian regions (Siberia, Russian Far East, South regions) and abroad. The company’s priority now is to expand its route net to operate flights to the largest centers of Russia and foreign countries, as well as to provide new passenger services.
Krasnoyarsk Airlines takes the fourth place in the Russian airlines rating and is officially declared the safest carrier in Russia. Drawing on its rich traditions and wide experience, the company performs as an innovator on the modern air market. The successful launch of transfer technologies in Krasnoyarsk airport allows the enterprise to aspire for the status of the largest Russian hub. The company’s priorities nowadays cover such aspects as creating most comfortable conditions for passengers, price policy optimization, services improvement and expansion of their range.
OmskAvia has been operating on the market for ten years and performs as the only base airline of the biggest Siberian city Omsk. The airline operates regular flights in Russia and to biggest German cities (Koeln, Hannover, Frankfurt-am-Main).
Samara airline is the biggest air enterprise of TransVolga federal region. Being one of the key Russian air carriers, the company operates regular flights to over 30 destinations in Russia, Europe and Asia. The company operates flights within fan-schedule scheme that may lead to the airline becoming the center of transfer routes providing highly frequent communication between southern destinations and Western Siberia.
Sibaviatrans is a leader on the market of Krasnoyarsk regional transportation and operates flights to numerous, including hard-to-reach, destinations of Krasnoyarsk region. The airline links over 30 Russian cities. Sibaviatrans is the only commercial airline in Russia authorized by the state to service contracts of social importance: sanitary aviation, forest conservation, oil- and gas-prospecting, control of energy complex objects.
The project of 5 airlines alliance was initiated by KrasAir shareholders under the general control of Boris Abramovich, CEO of this company. The project target is to form a single juridical person capable to become the second after Aeroflot in terms of transportation volume. The completion of the unification process was planned for the end of 2005, and then it was postponed until summer 2006. Now the completion date is postponed until 2008 approximately. The main reason for such delay is the attitude adopted by the Federal Agency on Federal Property Control which objects to the proportion of state shares in the prospective united airline. Negotiations are underway.
The preliminary stage of merger deal is actually completed: optimization of aircraft fleet has been fulfilled, as well as that of routes, schedule, and commercial policy for the alliance partner airlines; certain organizational functions have been centralized.
Now preparation to the next stage is unfolding: this envisages transfer of alliance air carriers to typical shares. This process is to be implemented in two steps, i.e. launch of the holding and then final re-organization in the form of merger. The concluding stage of consolidation will focus on extensive and intensive AirUnion development to expand profit base and market share. The newly created company plans to expand route net significantly and reach the international market, having taken one of the key positions in trans-Russian transportation. IPO opportunity is also considered in 2008.
The idea of launching unified carrier on the basis of AirUnion alliance was actively supported by the Russian air engineering sector. The matter is the consolidated company intends to acquire about 50 aircrafts Sukhoi Superjet –100 (earlier RRJ) designed by national aircraft engineers for regional transportation. Last year Civil Aircrafts by Sukhoi and AirUnion signed a contract worth USD 400 mln. The contract envisages purchase of 15 Sukhoi Superjet-100 aircrafts of the basic 95-seats configuration and options for another 15 aircrafts of this model.
Among the latest strategic decisions of AirUnion the purchase of Malev, a Hungarian airline, can be quoted. In January 2007 it was announced that AirBridge Zrt, whose shareholder is Boris Abramovich, AiRUnion co-owner, won the tender. Lithuanian LAL Investiciju Valdymas, Ofer Hava controlled by Irish and Hungarian investors, Sky Alliance Zrt, joining 200 pilots of the national airline, applied to participate in the project. AirUnion и Airbridje will pay USD 208 mln for 99.95% shares of the Hungarian carrier. According to the contract, Airbridje is obliged to carry on Malev’s restructuring, after paying off its debts and also turn it into a competitive profitable business unit in one-two years. New owners plan to coordinate the activities of the Hungarian carrier with other alliance participants. Malev’s routes are to be united with the ones served by AirUnion. According to experts, Malev’s route net will enable AirUnion to become a serious player on the international air transportation market. Having attracted passengers to Malev’s route net, AirUnion will reach a qualitatively new level.
It should be mentioned that AirUnion increases its results annually, which stands for the chosen development strategy. This perfectly corresponds to the modern market demands and market players expectations. Thus, one should wait for the final decision on the arrival of the new single carrier formed on the alliance basis, which will demonstrate that AirUnion and the state have managed to come to an agreement.
Our reference
Last year airlines of AirUnion alliance transported almost 3.343 mln. passengers (+4% year-on-year). In particular, regular flights transported 2.613 mln passengers (+15%). Aircrafts of partnering airlines spent 118 401 hours in the air (+13%), including those of regular flights – 102 634 hours (+18%). Passenger turnover in 2006 amounted to 10 388 mln. passenger kilometers(+5%), wherein 8 439 mln.passenger kilometers is attributed to regular lines (+15%). In 2006 aircrafts of the alliance transported 33 054 tons of cargo (-3%), while regular flights - 31 045 tons (+1%).
Elena Ushkova
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[DETAIL_TEXT] => The demand for the means of warehousing operations mechanization in Russia grows steadily. It can be explained by the numerous ways of their application:
• providing freight connection between different levels of shopfloors and storage facilities;
• loading and unloading of freight vehicles with different size of the side in case no platform is available;
• simplifying lifting and lowering of vehicles at multi-stage parking place and motor shows;
• completing orders on europallets,
• usage at automated lines for delivery of sheet materials to production line or directly to equipment.
Meanwhile, production and setting of the lift table is two- or even threefold cheaper than that of a lift, which is one of the reasons for its popularity.
The plant delivered several hundreds of such tables to Europe, including six tables with the capacity of 3 tons for a theatre stage in Oslo.
OJSC OEMP Transprogress has significantly reduced the terms of delivery of serial lift tables (it takes 1.5-2 months to produce them), and the most popular models with the capacity of 0.5 tons-3 tons are shipped from the warehouse in less than a day. The experienced engineers and designers of the plant can carry out individual projects of any complexity.
The tables with double- and triple-scissors can lift and low freight weighing from 1 to 5 tons by 8-9 meters.
The electric-hydraulic lift table consists of a freight platform (with different accessories – with/without protective fence, folding slide), a lever system of scissor type, the basis, hydraulic actuators, a hydraulic station, and a control and safety system. The modern hydraulic pumps make the work of the lift table smooth and quiet; special safety valves prevent it from moving down too fast. Besides, mechanical stop blocks and a special protective fence along the perimeter of the freight platform provide safe exploitation (the table stops due to the frame, since it comes up against a barrier). An electric alternating current motor with the voltage of 220/380 volt is used in the hydraulic station; it is also possible to use an electric direct current motor with the voltage of 24 volt supplied from accumulator batteries. The lift table is controlled with the help of a portable or stationary push-button point.
The parameters of standard high-raise lifting tables are as follows: carrying capacity from 500 kg to 5,000 kg, the lifting range from 1,800 mm to 8,500 mm, the size of the platform – width (1,000-3,000) mm, length (1,350-6,000) mm. The parameters of the table can be changed in accordance with the customer’s needs. A high-raise lift table is equipped with a remote hydraulic station, which can be placed near it at any level. It can be put in a specially prepared recess or directly in the room. For safety purposes, the tables are equipped with a protective fence and a blockage of the opening door on the upper and lower levels. There is an option of simultaneous unloading of a vehicle and moving the freight to the upper level without transferring and putting it down.
The development of the table structure is automated. On the basis of modern programmes, special sub-programmes were developed to provide all the necessary strength calculations, and a design basis was created to design a required lift table in the shortest time possible.
The plant uses modern equipment to produce the tables.
Each product is tested at the plant, and is completely ready for work when delivered. All the junctions of the hydraulic station are developed and produced at the plant, and are tested on the stands.
But for lift tables, the plant also produces electric hydraulic dock levelers to join platforms of different levels and hydroficated ramps for freight vehicles, which enable to load or unload the vehicle in any conditions, even if there is no equipped access.
[~DETAIL_TEXT] => The demand for the means of warehousing operations mechanization in Russia grows steadily. It can be explained by the numerous ways of their application:
• providing freight connection between different levels of shopfloors and storage facilities;
• loading and unloading of freight vehicles with different size of the side in case no platform is available;
• simplifying lifting and lowering of vehicles at multi-stage parking place and motor shows;
• completing orders on europallets,
• usage at automated lines for delivery of sheet materials to production line or directly to equipment.
Meanwhile, production and setting of the lift table is two- or even threefold cheaper than that of a lift, which is one of the reasons for its popularity.
The plant delivered several hundreds of such tables to Europe, including six tables with the capacity of 3 tons for a theatre stage in Oslo.
OJSC OEMP Transprogress has significantly reduced the terms of delivery of serial lift tables (it takes 1.5-2 months to produce them), and the most popular models with the capacity of 0.5 tons-3 tons are shipped from the warehouse in less than a day. The experienced engineers and designers of the plant can carry out individual projects of any complexity.
The tables with double- and triple-scissors can lift and low freight weighing from 1 to 5 tons by 8-9 meters.
The electric-hydraulic lift table consists of a freight platform (with different accessories – with/without protective fence, folding slide), a lever system of scissor type, the basis, hydraulic actuators, a hydraulic station, and a control and safety system. The modern hydraulic pumps make the work of the lift table smooth and quiet; special safety valves prevent it from moving down too fast. Besides, mechanical stop blocks and a special protective fence along the perimeter of the freight platform provide safe exploitation (the table stops due to the frame, since it comes up against a barrier). An electric alternating current motor with the voltage of 220/380 volt is used in the hydraulic station; it is also possible to use an electric direct current motor with the voltage of 24 volt supplied from accumulator batteries. The lift table is controlled with the help of a portable or stationary push-button point.
The parameters of standard high-raise lifting tables are as follows: carrying capacity from 500 kg to 5,000 kg, the lifting range from 1,800 mm to 8,500 mm, the size of the platform – width (1,000-3,000) mm, length (1,350-6,000) mm. The parameters of the table can be changed in accordance with the customer’s needs. A high-raise lift table is equipped with a remote hydraulic station, which can be placed near it at any level. It can be put in a specially prepared recess or directly in the room. For safety purposes, the tables are equipped with a protective fence and a blockage of the opening door on the upper and lower levels. There is an option of simultaneous unloading of a vehicle and moving the freight to the upper level without transferring and putting it down.
The development of the table structure is automated. On the basis of modern programmes, special sub-programmes were developed to provide all the necessary strength calculations, and a design basis was created to design a required lift table in the shortest time possible.
The plant uses modern equipment to produce the tables.
Each product is tested at the plant, and is completely ready for work when delivered. All the junctions of the hydraulic station are developed and produced at the plant, and are tested on the stands.
But for lift tables, the plant also produces electric hydraulic dock levelers to join platforms of different levels and hydroficated ramps for freight vehicles, which enable to load or unload the vehicle in any conditions, even if there is no equipped access.
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[DETAIL_TEXT] => The demand for the means of warehousing operations mechanization in Russia grows steadily. It can be explained by the numerous ways of their application:
• providing freight connection between different levels of shopfloors and storage facilities;
• loading and unloading of freight vehicles with different size of the side in case no platform is available;
• simplifying lifting and lowering of vehicles at multi-stage parking place and motor shows;
• completing orders on europallets,
• usage at automated lines for delivery of sheet materials to production line or directly to equipment.
Meanwhile, production and setting of the lift table is two- or even threefold cheaper than that of a lift, which is one of the reasons for its popularity.
The plant delivered several hundreds of such tables to Europe, including six tables with the capacity of 3 tons for a theatre stage in Oslo.
OJSC OEMP Transprogress has significantly reduced the terms of delivery of serial lift tables (it takes 1.5-2 months to produce them), and the most popular models with the capacity of 0.5 tons-3 tons are shipped from the warehouse in less than a day. The experienced engineers and designers of the plant can carry out individual projects of any complexity.
The tables with double- and triple-scissors can lift and low freight weighing from 1 to 5 tons by 8-9 meters.
The electric-hydraulic lift table consists of a freight platform (with different accessories – with/without protective fence, folding slide), a lever system of scissor type, the basis, hydraulic actuators, a hydraulic station, and a control and safety system. The modern hydraulic pumps make the work of the lift table smooth and quiet; special safety valves prevent it from moving down too fast. Besides, mechanical stop blocks and a special protective fence along the perimeter of the freight platform provide safe exploitation (the table stops due to the frame, since it comes up against a barrier). An electric alternating current motor with the voltage of 220/380 volt is used in the hydraulic station; it is also possible to use an electric direct current motor with the voltage of 24 volt supplied from accumulator batteries. The lift table is controlled with the help of a portable or stationary push-button point.
The parameters of standard high-raise lifting tables are as follows: carrying capacity from 500 kg to 5,000 kg, the lifting range from 1,800 mm to 8,500 mm, the size of the platform – width (1,000-3,000) mm, length (1,350-6,000) mm. The parameters of the table can be changed in accordance with the customer’s needs. A high-raise lift table is equipped with a remote hydraulic station, which can be placed near it at any level. It can be put in a specially prepared recess or directly in the room. For safety purposes, the tables are equipped with a protective fence and a blockage of the opening door on the upper and lower levels. There is an option of simultaneous unloading of a vehicle and moving the freight to the upper level without transferring and putting it down.
The development of the table structure is automated. On the basis of modern programmes, special sub-programmes were developed to provide all the necessary strength calculations, and a design basis was created to design a required lift table in the shortest time possible.
The plant uses modern equipment to produce the tables.
Each product is tested at the plant, and is completely ready for work when delivered. All the junctions of the hydraulic station are developed and produced at the plant, and are tested on the stands.
But for lift tables, the plant also produces electric hydraulic dock levelers to join platforms of different levels and hydroficated ramps for freight vehicles, which enable to load or unload the vehicle in any conditions, even if there is no equipped access.
[~DETAIL_TEXT] => The demand for the means of warehousing operations mechanization in Russia grows steadily. It can be explained by the numerous ways of their application:
• providing freight connection between different levels of shopfloors and storage facilities;
• loading and unloading of freight vehicles with different size of the side in case no platform is available;
• simplifying lifting and lowering of vehicles at multi-stage parking place and motor shows;
• completing orders on europallets,
• usage at automated lines for delivery of sheet materials to production line or directly to equipment.
Meanwhile, production and setting of the lift table is two- or even threefold cheaper than that of a lift, which is one of the reasons for its popularity.
The plant delivered several hundreds of such tables to Europe, including six tables with the capacity of 3 tons for a theatre stage in Oslo.
OJSC OEMP Transprogress has significantly reduced the terms of delivery of serial lift tables (it takes 1.5-2 months to produce them), and the most popular models with the capacity of 0.5 tons-3 tons are shipped from the warehouse in less than a day. The experienced engineers and designers of the plant can carry out individual projects of any complexity.
The tables with double- and triple-scissors can lift and low freight weighing from 1 to 5 tons by 8-9 meters.
The electric-hydraulic lift table consists of a freight platform (with different accessories – with/without protective fence, folding slide), a lever system of scissor type, the basis, hydraulic actuators, a hydraulic station, and a control and safety system. The modern hydraulic pumps make the work of the lift table smooth and quiet; special safety valves prevent it from moving down too fast. Besides, mechanical stop blocks and a special protective fence along the perimeter of the freight platform provide safe exploitation (the table stops due to the frame, since it comes up against a barrier). An electric alternating current motor with the voltage of 220/380 volt is used in the hydraulic station; it is also possible to use an electric direct current motor with the voltage of 24 volt supplied from accumulator batteries. The lift table is controlled with the help of a portable or stationary push-button point.
The parameters of standard high-raise lifting tables are as follows: carrying capacity from 500 kg to 5,000 kg, the lifting range from 1,800 mm to 8,500 mm, the size of the platform – width (1,000-3,000) mm, length (1,350-6,000) mm. The parameters of the table can be changed in accordance with the customer’s needs. A high-raise lift table is equipped with a remote hydraulic station, which can be placed near it at any level. It can be put in a specially prepared recess or directly in the room. For safety purposes, the tables are equipped with a protective fence and a blockage of the opening door on the upper and lower levels. There is an option of simultaneous unloading of a vehicle and moving the freight to the upper level without transferring and putting it down.
The development of the table structure is automated. On the basis of modern programmes, special sub-programmes were developed to provide all the necessary strength calculations, and a design basis was created to design a required lift table in the shortest time possible.
The plant uses modern equipment to produce the tables.
Each product is tested at the plant, and is completely ready for work when delivered. All the junctions of the hydraulic station are developed and produced at the plant, and are tested on the stands.
But for lift tables, the plant also produces electric hydraulic dock levelers to join platforms of different levels and hydroficated ramps for freight vehicles, which enable to load or unload the vehicle in any conditions, even if there is no equipped access.
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Russia is a very interesting, but at the same time a very specific market, says , managing director of Fiege Rewico International GmbH. May be for this reason Mr. Leuschner speaks Russian language fluently: a language is a key to understand peoples mentality and without such an understanding a logistics provider with western background is likely to fail in Russia.Array
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[DETAIL_TEXT] => – What are main differences between international and Russia’s logistics providers? What does it mean that you manage a European company, operating here?
–- Being a part of the big international company we have clear advantages over our Russian counterparts. With a large branches network, subsidiaries, representative offices in Europe, a long experience in the field of logistics we can provide a wider range of services and a more quality offering. Our strong features are a famous brand, straight links with western companies that are coming to the market and have a need for a reliable logistics partner here.
But as a part of a something more we have to be special cautious in the way we’re managing our business. It concerns both implementing all laws and procedures and maintaining a high level of quality of services supplied.
– Do you consider Russian logistics providers your serious competitors?
– Fiege is ready to serve any customer regardless of its nationality. It’s important that a customer is obeying all laws and has adequate views of our work. Besides that a type of our client depends also on recourses we have as well as prices for the services. For example, at the moment we’re not working with dangerous freight and pharmaceutical cargos because this sort of production requires specialized stocks for warehousing and additional licenses.
Commonly speaking, there is an implicit dividing of the market between operating logistics providers by segments. Some companies are handling dangerous cargo, some do with pharmaceuticals, with food. So, it’s hard to say about strong competition in our business. We well know each other, try to solve common problems together. Of course, there are contradictive interests in relation the same customer, but it’s normal like wherever. A few of our «competitors» are really our partners.
– What are Russia’s specific features that are important for a foreign logistics provider would you note?
– Despite possessing a status of an international operator, we have to fight to survive at the market. The general reason behind this is not competition but instability of legislation and governmental bodies. Western experience can’t be directly transferred to Russia.
We have customs stock and stock of temporarily warehousing, Fiege is also a customs-bonded broker all over the country. The company is facing difficulties caused by customs procedures implementing. These procedures are the most difficult steps in logistics chain. That is caused by as specific of legislation, the acting Customs Code as the fact the Federal customs service provides a significant part of the country’s budget.
So far there are no laws regulating logistics. Transport industry is so far being governed by acts made in the Soviet era. Many documents that are to be fulfilled for a transportation within the country are too old and cannot reflect the modern market economy. The new law for transport and forwarding activity hasn’t resolved the problem. Unsustainability in the national legislation, consistent change in the Tax Code, the Land Code, Customs Code and so on don’t give a possibility of sustainable managing a logistics business in Russia.
Another problem is infrastructure. For providing a full range of services, including a transportation, customs procedures, warehousing we need commensurate infrastructure. Unfortunately, in some regions it’s poor and in some ones it just doesn’t exist. Not far from St.-Petersburg, across the Ladoga lake there are no roads, so in the summer time a delivering cargo is not possible.
In the regions with the best developed infrastructure like Moscow and its near surroundings there is a growth of prices for a renting stocking facilities and it makes work of logistics providers unprofitable. An increase in logistics costs leads to further growth of prices for end consumers. Few providers have enough money to be able to build up a national wide network of warehouses across the country. Besides that, there is an imbalance in the structure of warehouses that are currently under construction. Most investors are building warehouses in the class «A», but at the same time a main deficit is in the class «B».
– And you are ready to work in such unusual for you conditions. Is Russia really so attractive that foreign companies want to go through this discomfort?
– Today’s situation can be considered as positive. There is a good trend towards increasing number of customers of logistics services. Russian producers need these services not only in Moscow, but also in regions, and namely with regions we link our future development. So, for our company is no doubt a lucrative market.
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–- Being a part of the big international company we have clear advantages over our Russian counterparts. With a large branches network, subsidiaries, representative offices in Europe, a long experience in the field of logistics we can provide a wider range of services and a more quality offering. Our strong features are a famous brand, straight links with western companies that are coming to the market and have a need for a reliable logistics partner here.
But as a part of a something more we have to be special cautious in the way we’re managing our business. It concerns both implementing all laws and procedures and maintaining a high level of quality of services supplied.
– Do you consider Russian logistics providers your serious competitors?
– Fiege is ready to serve any customer regardless of its nationality. It’s important that a customer is obeying all laws and has adequate views of our work. Besides that a type of our client depends also on recourses we have as well as prices for the services. For example, at the moment we’re not working with dangerous freight and pharmaceutical cargos because this sort of production requires specialized stocks for warehousing and additional licenses.
Commonly speaking, there is an implicit dividing of the market between operating logistics providers by segments. Some companies are handling dangerous cargo, some do with pharmaceuticals, with food. So, it’s hard to say about strong competition in our business. We well know each other, try to solve common problems together. Of course, there are contradictive interests in relation the same customer, but it’s normal like wherever. A few of our «competitors» are really our partners.
– What are Russia’s specific features that are important for a foreign logistics provider would you note?
– Despite possessing a status of an international operator, we have to fight to survive at the market. The general reason behind this is not competition but instability of legislation and governmental bodies. Western experience can’t be directly transferred to Russia.
We have customs stock and stock of temporarily warehousing, Fiege is also a customs-bonded broker all over the country. The company is facing difficulties caused by customs procedures implementing. These procedures are the most difficult steps in logistics chain. That is caused by as specific of legislation, the acting Customs Code as the fact the Federal customs service provides a significant part of the country’s budget.
So far there are no laws regulating logistics. Transport industry is so far being governed by acts made in the Soviet era. Many documents that are to be fulfilled for a transportation within the country are too old and cannot reflect the modern market economy. The new law for transport and forwarding activity hasn’t resolved the problem. Unsustainability in the national legislation, consistent change in the Tax Code, the Land Code, Customs Code and so on don’t give a possibility of sustainable managing a logistics business in Russia.
Another problem is infrastructure. For providing a full range of services, including a transportation, customs procedures, warehousing we need commensurate infrastructure. Unfortunately, in some regions it’s poor and in some ones it just doesn’t exist. Not far from St.-Petersburg, across the Ladoga lake there are no roads, so in the summer time a delivering cargo is not possible.
In the regions with the best developed infrastructure like Moscow and its near surroundings there is a growth of prices for a renting stocking facilities and it makes work of logistics providers unprofitable. An increase in logistics costs leads to further growth of prices for end consumers. Few providers have enough money to be able to build up a national wide network of warehouses across the country. Besides that, there is an imbalance in the structure of warehouses that are currently under construction. Most investors are building warehouses in the class «A», but at the same time a main deficit is in the class «B».
– And you are ready to work in such unusual for you conditions. Is Russia really so attractive that foreign companies want to go through this discomfort?
– Today’s situation can be considered as positive. There is a good trend towards increasing number of customers of logistics services. Russian producers need these services not only in Moscow, but also in regions, and namely with regions we link our future development. So, for our company is no doubt a lucrative market.
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[DETAIL_TEXT] => – What are main differences between international and Russia’s logistics providers? What does it mean that you manage a European company, operating here?
–- Being a part of the big international company we have clear advantages over our Russian counterparts. With a large branches network, subsidiaries, representative offices in Europe, a long experience in the field of logistics we can provide a wider range of services and a more quality offering. Our strong features are a famous brand, straight links with western companies that are coming to the market and have a need for a reliable logistics partner here.
But as a part of a something more we have to be special cautious in the way we’re managing our business. It concerns both implementing all laws and procedures and maintaining a high level of quality of services supplied.
– Do you consider Russian logistics providers your serious competitors?
– Fiege is ready to serve any customer regardless of its nationality. It’s important that a customer is obeying all laws and has adequate views of our work. Besides that a type of our client depends also on recourses we have as well as prices for the services. For example, at the moment we’re not working with dangerous freight and pharmaceutical cargos because this sort of production requires specialized stocks for warehousing and additional licenses.
Commonly speaking, there is an implicit dividing of the market between operating logistics providers by segments. Some companies are handling dangerous cargo, some do with pharmaceuticals, with food. So, it’s hard to say about strong competition in our business. We well know each other, try to solve common problems together. Of course, there are contradictive interests in relation the same customer, but it’s normal like wherever. A few of our «competitors» are really our partners.
– What are Russia’s specific features that are important for a foreign logistics provider would you note?
– Despite possessing a status of an international operator, we have to fight to survive at the market. The general reason behind this is not competition but instability of legislation and governmental bodies. Western experience can’t be directly transferred to Russia.
We have customs stock and stock of temporarily warehousing, Fiege is also a customs-bonded broker all over the country. The company is facing difficulties caused by customs procedures implementing. These procedures are the most difficult steps in logistics chain. That is caused by as specific of legislation, the acting Customs Code as the fact the Federal customs service provides a significant part of the country’s budget.
So far there are no laws regulating logistics. Transport industry is so far being governed by acts made in the Soviet era. Many documents that are to be fulfilled for a transportation within the country are too old and cannot reflect the modern market economy. The new law for transport and forwarding activity hasn’t resolved the problem. Unsustainability in the national legislation, consistent change in the Tax Code, the Land Code, Customs Code and so on don’t give a possibility of sustainable managing a logistics business in Russia.
Another problem is infrastructure. For providing a full range of services, including a transportation, customs procedures, warehousing we need commensurate infrastructure. Unfortunately, in some regions it’s poor and in some ones it just doesn’t exist. Not far from St.-Petersburg, across the Ladoga lake there are no roads, so in the summer time a delivering cargo is not possible.
In the regions with the best developed infrastructure like Moscow and its near surroundings there is a growth of prices for a renting stocking facilities and it makes work of logistics providers unprofitable. An increase in logistics costs leads to further growth of prices for end consumers. Few providers have enough money to be able to build up a national wide network of warehouses across the country. Besides that, there is an imbalance in the structure of warehouses that are currently under construction. Most investors are building warehouses in the class «A», but at the same time a main deficit is in the class «B».
– And you are ready to work in such unusual for you conditions. Is Russia really so attractive that foreign companies want to go through this discomfort?
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– Do you consider Russian logistics providers your serious competitors?
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Commonly speaking, there is an implicit dividing of the market between operating logistics providers by segments. Some companies are handling dangerous cargo, some do with pharmaceuticals, with food. So, it’s hard to say about strong competition in our business. We well know each other, try to solve common problems together. Of course, there are contradictive interests in relation the same customer, but it’s normal like wherever. A few of our «competitors» are really our partners.
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– Despite possessing a status of an international operator, we have to fight to survive at the market. The general reason behind this is not competition but instability of legislation and governmental bodies. Western experience can’t be directly transferred to Russia.
We have customs stock and stock of temporarily warehousing, Fiege is also a customs-bonded broker all over the country. The company is facing difficulties caused by customs procedures implementing. These procedures are the most difficult steps in logistics chain. That is caused by as specific of legislation, the acting Customs Code as the fact the Federal customs service provides a significant part of the country’s budget.
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Another problem is infrastructure. For providing a full range of services, including a transportation, customs procedures, warehousing we need commensurate infrastructure. Unfortunately, in some regions it’s poor and in some ones it just doesn’t exist. Not far from St.-Petersburg, across the Ladoga lake there are no roads, so in the summer time a delivering cargo is not possible.
In the regions with the best developed infrastructure like Moscow and its near surroundings there is a growth of prices for a renting stocking facilities and it makes work of logistics providers unprofitable. An increase in logistics costs leads to further growth of prices for end consumers. Few providers have enough money to be able to build up a national wide network of warehouses across the country. Besides that, there is an imbalance in the structure of warehouses that are currently under construction. Most investors are building warehouses in the class «A», but at the same time a main deficit is in the class «B».
– And you are ready to work in such unusual for you conditions. Is Russia really so attractive that foreign companies want to go through this discomfort?
– Today’s situation can be considered as positive. There is a good trend towards increasing number of customers of logistics services. Russian producers need these services not only in Moscow, but also in regions, and namely with regions we link our future development. So, for our company is no doubt a lucrative market.
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[DETAIL_TEXT] => Enormous growing market…
Russia is a great market, says any logistics provider you ask. It ranks second in attractiveness after China. Already good known thesis: on the back on the surging commodity world prices Russia’s consumption grows by dozens of percentage what results in growing demand for logistics services. In 2006, the Russia’s turnover of DHL increased by 50% in comparison to 2005. The country’s market has a great potential to develop, admits the commercial director of DHL Russia Mark Jordan. DHL is investing into a center network development EUR 15 million for the next three years.
… and still underdeveloped
Everybody knows about the Russia’s severe winter and enormous square but what does it all mean for logistics? Bad state of roads are also well known, and how to deal with it to provide a delivery-in-time service? A practice shows that all these national features are not just stereotypes and common places, but reality that is causing losses.
There are even more surprises here to «welcome» newcomers. «They concern customs legislation and personal. The industry is suffering from a severe lack of logistics-educated specialists», minds CEO of OOO Partner-Logistics Igor Merkulov. Poor infrastructure is on the list too. Not only transport facilities like trains, obsolete trucks and so on, but namely logistics utilities like terminals, information systems providing an opportunity to make fast decisions and control a cargo transportation process.
The list goes on. CEO of Schenker AG Hans-Jorg Hager claims that all these factors lead to the fact that «application of western standards in logistics are not possible». He cites such reasons as overloading of sea ports, too obsolete automotive park, excessive administrative regulation as well as enormous distances, of course. «Sometimes the Russian winter breaks our timetable», complaints Mr. Hager and notices that a level of punctuality in Russia is only 90-95%.
Uwe Leuschner, managing director of Fiege Rewico International GmbH cites some more factors as reasons why «the European experience cannot be transformed fully to Russia». Besides geographical features and customs, he points out that the transport industry is being so far regulated by laws written still in Soviet times. Also there is no balance in warehousing facilities being offered at the market: most developers are building warehouses of class «A» while a real lack is obtained in the category «B».
Yuri Kelebeev, a customs operations manager of DHL Russia explains in details why the domestic customs legislation usually surprises foreigners. First of all, the same laws may mean just different things at different local customs offices being interpreted both by local document and officers.
Unlike abroad, in Russia a sophisticated mechanism of going through customs procedures may lead to great delays. Thousands of regulating documents cannot always be fast collected and learned by a newcomer. «Customs collects 40% of the state budget revenue what affects its work», he explains he the situation.
Mr. Merkulov describes a non-success story of an attempt of a foreign logistics operator to deliver a cargo by air from Moscow to Khabarovsk for its customer, by the way also of foreign origin. Because of poor infrastructure in the airport of Khabarovsk, in particular, absence of stocking facilities, there appeared an important problem: nobody knew what to do with cargo after arrival. Who could have suggested there would be nobody to transport the cargo out!
Bad weather? Too much traffic? No problem!
Russian companies have own strong features and are not afraid to begin work even in those areas which appeared to have already been captured by others. There is a lot of things that local operators can do much better than their counterparts.
The reality is that the Russia’s transport problems and unclear legislations with sophisticated customs procedure defend interests of domestic operators who are behind those from abroad in technology, but are more experienced in operations on such a difficult market.
Vladimir Nazarov CEO of the group of companies Zheldorexpedition (ZDE) that serves 65 cities and area of 200 kilometers around them in which totally 400 towns are located, says: «For 12 years of our history there were very rare cases of delivery time breaks. Usually timetable is obeyed with a minute – accuracy even on a route Moscow-Vladivostok, 9 000 kilometers long. Therefore we’re not afraid of winter or any other unpleasant things». «Our on-time delivery is 99.5% even though the roads are not perfect. We are specialists in parcel transportation logistics and we do it well», says Sergey Kruglov, CEO of Armadillo Group. 99.9% – such a figure can surprise Mr. Hager from Schenker.
High level of accuracy helps ZDE develop a new service. «Minimal paid size we are working with is five 0.5 cubic meters. 7% of our clients transport less. Therefore ZDE is going to start providing express-delivery services», says Mr. Nazarov. Why should not DHL be alarmed by a new competitor in the segment?
A competition or a cooperation?
Generally known that large international operators are coming here followed by their customers with whom they’re dealing all over the world. Like a pair of the French food retailer Auchan and its «satellite» FM Logistics. Such a partnership bases of such close cooperation when a provider – logistical or any other – knows business operations of a client so well that decides itself what and how a client should do to be successful.
Of course, these «family» relations can hardly ever be broken by any local competitors. But a competitor may turn into a sub-contractor, why not? So, what is a main trend on the market today: competition between «hosts» and «guests» or cooperation? Our short inquiry shows that the trend is moving more towards partnership, though with some important remarks.
«We’re serving both Russian and foreign customers about in equal shares», says Uwe Leuschner from Fiege. Many logistics operators underline that their first times in Russia were times of cooperation with other foreign companies – producers or traders. But gradually a customer list begins to be fulfilled with domestic clients. «I would not divide Russian and foreign operators by the national criteria. We’re competitors and we’re fighting for the same customers, tells Mr. Merkulov. – And we compete largely with international operators, because namely they can provide 3PL services just like we do. Russian companies are still weak at 3PL».
There are reasons not to make alliances. «Every coming operator has own know-how, and a principle of joint venture doesn’t work well here. It looks like «give me your watch and I’ll tell you for your money what time it’s now», says a chief of a large European logistics provider.
And even if decided to look for someone to capture the market together, one may face another barrier, possible overwhelming. «Besides OAO RZD we have found no reliable partners, warns Mr. Nazarov from ZDE. The company was forced not only to buy its own automotive park instead of possible outsourcing, but even to build own service center. – We cannot have our trucks waiting in a queue only because it’s convenient for an external service center. It’s most reliable to establish its own network because only so you can control level quality».
There are a lot of other views, and they are dominating now. «Our joint company here has been working for five years and everything goes well. Everything depends on who is your partner», says Ralf Janker, owner of Transcare AG. «All development in logistics in Russia in the recent years was concentrated in Moscow and now these processes are moving to regions, Ekaterinburg, Rostov, Krasnodar, Khabarovsk. I’m absolutely sure that we can work there effectively only with a Russian partner», thinks Mr. Leuschner. By the way, Armadillo enlarged its national wide branch network twice for the last two years. May be, a good reason for cooperation with a foreign partner?
Partner-Logistics is cooperating with Kuehne und Nagel in delivering some cargo from abroad to Russia’s consumers. Kuehne und Nagel deals with preparing freight for being able to go through customs procedures, the Russian company is responsible for operations inside the country.
Armadillo works within the trilateral alliance with Geopost and Yurtici Kargo. Mr. Merkulov and Uwe Leuschner like perhaps others their colleagues underline that the market isn’t suffering from supply surplus and therefore «there is enough work for everybody».
Resume
Difficulties of operating in circumstances of obscure and complicated legislation in couple with other unforecastable conditions prevent foreign providers from mass merging of their Russian colleagues. The situation is likely to be changed after Russia’ WTO entering. So, RF Ministry of transport is heavily investing in modernizing and building infrastructure. In about 5-10 years it will become a pleasant business to provide logistics services in Russia. Will domestic companies be needed any more? May be, if they manage to enhance their competitiveness.
And even if so – they are going inevitably to be bought by foreigners or to establish with them joint ventures. Respecting examples you will find at the retail market. By the way, the industry where there is «enough work for everybody» and where international companies are living peacefully with local ones. The bank sector may deliver some examples as well as insurance and estate developing.
Viewpoint
Leonid Zondberg, Sales &Marketing Director, Armadillo Group:
– The Russian market is booming, which is why there is enough room both for national and international operators. Overseas players have a number of advantages compared to Russian operators: long-term experience and logistics expertise, proven operational solutions and technologies. At the same time the latter are not always as effective in Russia as in Europe and other markets due to entirely different distances, infrastructure and other factors.
The definite strengths of the Russian operators are local market knowledge, ability to customize the services to local customers requirements, combined with attractive prices. Russian players account for 80% of domestic express market, with the 20% share held by international operators, whilst on international express market the proportion is the opposite. The fact that Armadillo Group has access to up-to-date technologies due to our international partners, backed by our 15-year experience of servicing Russian customers, all allow us to be a highly competitive service provider.
Ivan Stupachenko
[~DETAIL_TEXT] => Enormous growing market…
Russia is a great market, says any logistics provider you ask. It ranks second in attractiveness after China. Already good known thesis: on the back on the surging commodity world prices Russia’s consumption grows by dozens of percentage what results in growing demand for logistics services. In 2006, the Russia’s turnover of DHL increased by 50% in comparison to 2005. The country’s market has a great potential to develop, admits the commercial director of DHL Russia Mark Jordan. DHL is investing into a center network development EUR 15 million for the next three years.
… and still underdeveloped
Everybody knows about the Russia’s severe winter and enormous square but what does it all mean for logistics? Bad state of roads are also well known, and how to deal with it to provide a delivery-in-time service? A practice shows that all these national features are not just stereotypes and common places, but reality that is causing losses.
There are even more surprises here to «welcome» newcomers. «They concern customs legislation and personal. The industry is suffering from a severe lack of logistics-educated specialists», minds CEO of OOO Partner-Logistics Igor Merkulov. Poor infrastructure is on the list too. Not only transport facilities like trains, obsolete trucks and so on, but namely logistics utilities like terminals, information systems providing an opportunity to make fast decisions and control a cargo transportation process.
The list goes on. CEO of Schenker AG Hans-Jorg Hager claims that all these factors lead to the fact that «application of western standards in logistics are not possible». He cites such reasons as overloading of sea ports, too obsolete automotive park, excessive administrative regulation as well as enormous distances, of course. «Sometimes the Russian winter breaks our timetable», complaints Mr. Hager and notices that a level of punctuality in Russia is only 90-95%.
Uwe Leuschner, managing director of Fiege Rewico International GmbH cites some more factors as reasons why «the European experience cannot be transformed fully to Russia». Besides geographical features and customs, he points out that the transport industry is being so far regulated by laws written still in Soviet times. Also there is no balance in warehousing facilities being offered at the market: most developers are building warehouses of class «A» while a real lack is obtained in the category «B».
Yuri Kelebeev, a customs operations manager of DHL Russia explains in details why the domestic customs legislation usually surprises foreigners. First of all, the same laws may mean just different things at different local customs offices being interpreted both by local document and officers.
Unlike abroad, in Russia a sophisticated mechanism of going through customs procedures may lead to great delays. Thousands of regulating documents cannot always be fast collected and learned by a newcomer. «Customs collects 40% of the state budget revenue what affects its work», he explains he the situation.
Mr. Merkulov describes a non-success story of an attempt of a foreign logistics operator to deliver a cargo by air from Moscow to Khabarovsk for its customer, by the way also of foreign origin. Because of poor infrastructure in the airport of Khabarovsk, in particular, absence of stocking facilities, there appeared an important problem: nobody knew what to do with cargo after arrival. Who could have suggested there would be nobody to transport the cargo out!
Bad weather? Too much traffic? No problem!
Russian companies have own strong features and are not afraid to begin work even in those areas which appeared to have already been captured by others. There is a lot of things that local operators can do much better than their counterparts.
The reality is that the Russia’s transport problems and unclear legislations with sophisticated customs procedure defend interests of domestic operators who are behind those from abroad in technology, but are more experienced in operations on such a difficult market.
Vladimir Nazarov CEO of the group of companies Zheldorexpedition (ZDE) that serves 65 cities and area of 200 kilometers around them in which totally 400 towns are located, says: «For 12 years of our history there were very rare cases of delivery time breaks. Usually timetable is obeyed with a minute – accuracy even on a route Moscow-Vladivostok, 9 000 kilometers long. Therefore we’re not afraid of winter or any other unpleasant things». «Our on-time delivery is 99.5% even though the roads are not perfect. We are specialists in parcel transportation logistics and we do it well», says Sergey Kruglov, CEO of Armadillo Group. 99.9% – such a figure can surprise Mr. Hager from Schenker.
High level of accuracy helps ZDE develop a new service. «Minimal paid size we are working with is five 0.5 cubic meters. 7% of our clients transport less. Therefore ZDE is going to start providing express-delivery services», says Mr. Nazarov. Why should not DHL be alarmed by a new competitor in the segment?
A competition or a cooperation?
Generally known that large international operators are coming here followed by their customers with whom they’re dealing all over the world. Like a pair of the French food retailer Auchan and its «satellite» FM Logistics. Such a partnership bases of such close cooperation when a provider – logistical or any other – knows business operations of a client so well that decides itself what and how a client should do to be successful.
Of course, these «family» relations can hardly ever be broken by any local competitors. But a competitor may turn into a sub-contractor, why not? So, what is a main trend on the market today: competition between «hosts» and «guests» or cooperation? Our short inquiry shows that the trend is moving more towards partnership, though with some important remarks.
«We’re serving both Russian and foreign customers about in equal shares», says Uwe Leuschner from Fiege. Many logistics operators underline that their first times in Russia were times of cooperation with other foreign companies – producers or traders. But gradually a customer list begins to be fulfilled with domestic clients. «I would not divide Russian and foreign operators by the national criteria. We’re competitors and we’re fighting for the same customers, tells Mr. Merkulov. – And we compete largely with international operators, because namely they can provide 3PL services just like we do. Russian companies are still weak at 3PL».
There are reasons not to make alliances. «Every coming operator has own know-how, and a principle of joint venture doesn’t work well here. It looks like «give me your watch and I’ll tell you for your money what time it’s now», says a chief of a large European logistics provider.
And even if decided to look for someone to capture the market together, one may face another barrier, possible overwhelming. «Besides OAO RZD we have found no reliable partners, warns Mr. Nazarov from ZDE. The company was forced not only to buy its own automotive park instead of possible outsourcing, but even to build own service center. – We cannot have our trucks waiting in a queue only because it’s convenient for an external service center. It’s most reliable to establish its own network because only so you can control level quality».
There are a lot of other views, and they are dominating now. «Our joint company here has been working for five years and everything goes well. Everything depends on who is your partner», says Ralf Janker, owner of Transcare AG. «All development in logistics in Russia in the recent years was concentrated in Moscow and now these processes are moving to regions, Ekaterinburg, Rostov, Krasnodar, Khabarovsk. I’m absolutely sure that we can work there effectively only with a Russian partner», thinks Mr. Leuschner. By the way, Armadillo enlarged its national wide branch network twice for the last two years. May be, a good reason for cooperation with a foreign partner?
Partner-Logistics is cooperating with Kuehne und Nagel in delivering some cargo from abroad to Russia’s consumers. Kuehne und Nagel deals with preparing freight for being able to go through customs procedures, the Russian company is responsible for operations inside the country.
Armadillo works within the trilateral alliance with Geopost and Yurtici Kargo. Mr. Merkulov and Uwe Leuschner like perhaps others their colleagues underline that the market isn’t suffering from supply surplus and therefore «there is enough work for everybody».
Resume
Difficulties of operating in circumstances of obscure and complicated legislation in couple with other unforecastable conditions prevent foreign providers from mass merging of their Russian colleagues. The situation is likely to be changed after Russia’ WTO entering. So, RF Ministry of transport is heavily investing in modernizing and building infrastructure. In about 5-10 years it will become a pleasant business to provide logistics services in Russia. Will domestic companies be needed any more? May be, if they manage to enhance their competitiveness.
And even if so – they are going inevitably to be bought by foreigners or to establish with them joint ventures. Respecting examples you will find at the retail market. By the way, the industry where there is «enough work for everybody» and where international companies are living peacefully with local ones. The bank sector may deliver some examples as well as insurance and estate developing.
Viewpoint
Leonid Zondberg, Sales &Marketing Director, Armadillo Group:
– The Russian market is booming, which is why there is enough room both for national and international operators. Overseas players have a number of advantages compared to Russian operators: long-term experience and logistics expertise, proven operational solutions and technologies. At the same time the latter are not always as effective in Russia as in Europe and other markets due to entirely different distances, infrastructure and other factors.
The definite strengths of the Russian operators are local market knowledge, ability to customize the services to local customers requirements, combined with attractive prices. Russian players account for 80% of domestic express market, with the 20% share held by international operators, whilst on international express market the proportion is the opposite. The fact that Armadillo Group has access to up-to-date technologies due to our international partners, backed by our 15-year experience of servicing Russian customers, all allow us to be a highly competitive service provider.
Ivan Stupachenko
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[DETAIL_TEXT] => Enormous growing market…
Russia is a great market, says any logistics provider you ask. It ranks second in attractiveness after China. Already good known thesis: on the back on the surging commodity world prices Russia’s consumption grows by dozens of percentage what results in growing demand for logistics services. In 2006, the Russia’s turnover of DHL increased by 50% in comparison to 2005. The country’s market has a great potential to develop, admits the commercial director of DHL Russia Mark Jordan. DHL is investing into a center network development EUR 15 million for the next three years.
… and still underdeveloped
Everybody knows about the Russia’s severe winter and enormous square but what does it all mean for logistics? Bad state of roads are also well known, and how to deal with it to provide a delivery-in-time service? A practice shows that all these national features are not just stereotypes and common places, but reality that is causing losses.
There are even more surprises here to «welcome» newcomers. «They concern customs legislation and personal. The industry is suffering from a severe lack of logistics-educated specialists», minds CEO of OOO Partner-Logistics Igor Merkulov. Poor infrastructure is on the list too. Not only transport facilities like trains, obsolete trucks and so on, but namely logistics utilities like terminals, information systems providing an opportunity to make fast decisions and control a cargo transportation process.
The list goes on. CEO of Schenker AG Hans-Jorg Hager claims that all these factors lead to the fact that «application of western standards in logistics are not possible». He cites such reasons as overloading of sea ports, too obsolete automotive park, excessive administrative regulation as well as enormous distances, of course. «Sometimes the Russian winter breaks our timetable», complaints Mr. Hager and notices that a level of punctuality in Russia is only 90-95%.
Uwe Leuschner, managing director of Fiege Rewico International GmbH cites some more factors as reasons why «the European experience cannot be transformed fully to Russia». Besides geographical features and customs, he points out that the transport industry is being so far regulated by laws written still in Soviet times. Also there is no balance in warehousing facilities being offered at the market: most developers are building warehouses of class «A» while a real lack is obtained in the category «B».
Yuri Kelebeev, a customs operations manager of DHL Russia explains in details why the domestic customs legislation usually surprises foreigners. First of all, the same laws may mean just different things at different local customs offices being interpreted both by local document and officers.
Unlike abroad, in Russia a sophisticated mechanism of going through customs procedures may lead to great delays. Thousands of regulating documents cannot always be fast collected and learned by a newcomer. «Customs collects 40% of the state budget revenue what affects its work», he explains he the situation.
Mr. Merkulov describes a non-success story of an attempt of a foreign logistics operator to deliver a cargo by air from Moscow to Khabarovsk for its customer, by the way also of foreign origin. Because of poor infrastructure in the airport of Khabarovsk, in particular, absence of stocking facilities, there appeared an important problem: nobody knew what to do with cargo after arrival. Who could have suggested there would be nobody to transport the cargo out!
Bad weather? Too much traffic? No problem!
Russian companies have own strong features and are not afraid to begin work even in those areas which appeared to have already been captured by others. There is a lot of things that local operators can do much better than their counterparts.
The reality is that the Russia’s transport problems and unclear legislations with sophisticated customs procedure defend interests of domestic operators who are behind those from abroad in technology, but are more experienced in operations on such a difficult market.
Vladimir Nazarov CEO of the group of companies Zheldorexpedition (ZDE) that serves 65 cities and area of 200 kilometers around them in which totally 400 towns are located, says: «For 12 years of our history there were very rare cases of delivery time breaks. Usually timetable is obeyed with a minute – accuracy even on a route Moscow-Vladivostok, 9 000 kilometers long. Therefore we’re not afraid of winter or any other unpleasant things». «Our on-time delivery is 99.5% even though the roads are not perfect. We are specialists in parcel transportation logistics and we do it well», says Sergey Kruglov, CEO of Armadillo Group. 99.9% – such a figure can surprise Mr. Hager from Schenker.
High level of accuracy helps ZDE develop a new service. «Minimal paid size we are working with is five 0.5 cubic meters. 7% of our clients transport less. Therefore ZDE is going to start providing express-delivery services», says Mr. Nazarov. Why should not DHL be alarmed by a new competitor in the segment?
A competition or a cooperation?
Generally known that large international operators are coming here followed by their customers with whom they’re dealing all over the world. Like a pair of the French food retailer Auchan and its «satellite» FM Logistics. Such a partnership bases of such close cooperation when a provider – logistical or any other – knows business operations of a client so well that decides itself what and how a client should do to be successful.
Of course, these «family» relations can hardly ever be broken by any local competitors. But a competitor may turn into a sub-contractor, why not? So, what is a main trend on the market today: competition between «hosts» and «guests» or cooperation? Our short inquiry shows that the trend is moving more towards partnership, though with some important remarks.
«We’re serving both Russian and foreign customers about in equal shares», says Uwe Leuschner from Fiege. Many logistics operators underline that their first times in Russia were times of cooperation with other foreign companies – producers or traders. But gradually a customer list begins to be fulfilled with domestic clients. «I would not divide Russian and foreign operators by the national criteria. We’re competitors and we’re fighting for the same customers, tells Mr. Merkulov. – And we compete largely with international operators, because namely they can provide 3PL services just like we do. Russian companies are still weak at 3PL».
There are reasons not to make alliances. «Every coming operator has own know-how, and a principle of joint venture doesn’t work well here. It looks like «give me your watch and I’ll tell you for your money what time it’s now», says a chief of a large European logistics provider.
And even if decided to look for someone to capture the market together, one may face another barrier, possible overwhelming. «Besides OAO RZD we have found no reliable partners, warns Mr. Nazarov from ZDE. The company was forced not only to buy its own automotive park instead of possible outsourcing, but even to build own service center. – We cannot have our trucks waiting in a queue only because it’s convenient for an external service center. It’s most reliable to establish its own network because only so you can control level quality».
There are a lot of other views, and they are dominating now. «Our joint company here has been working for five years and everything goes well. Everything depends on who is your partner», says Ralf Janker, owner of Transcare AG. «All development in logistics in Russia in the recent years was concentrated in Moscow and now these processes are moving to regions, Ekaterinburg, Rostov, Krasnodar, Khabarovsk. I’m absolutely sure that we can work there effectively only with a Russian partner», thinks Mr. Leuschner. By the way, Armadillo enlarged its national wide branch network twice for the last two years. May be, a good reason for cooperation with a foreign partner?
Partner-Logistics is cooperating with Kuehne und Nagel in delivering some cargo from abroad to Russia’s consumers. Kuehne und Nagel deals with preparing freight for being able to go through customs procedures, the Russian company is responsible for operations inside the country.
Armadillo works within the trilateral alliance with Geopost and Yurtici Kargo. Mr. Merkulov and Uwe Leuschner like perhaps others their colleagues underline that the market isn’t suffering from supply surplus and therefore «there is enough work for everybody».
Resume
Difficulties of operating in circumstances of obscure and complicated legislation in couple with other unforecastable conditions prevent foreign providers from mass merging of their Russian colleagues. The situation is likely to be changed after Russia’ WTO entering. So, RF Ministry of transport is heavily investing in modernizing and building infrastructure. In about 5-10 years it will become a pleasant business to provide logistics services in Russia. Will domestic companies be needed any more? May be, if they manage to enhance their competitiveness.
And even if so – they are going inevitably to be bought by foreigners or to establish with them joint ventures. Respecting examples you will find at the retail market. By the way, the industry where there is «enough work for everybody» and where international companies are living peacefully with local ones. The bank sector may deliver some examples as well as insurance and estate developing.
Viewpoint
Leonid Zondberg, Sales &Marketing Director, Armadillo Group:
– The Russian market is booming, which is why there is enough room both for national and international operators. Overseas players have a number of advantages compared to Russian operators: long-term experience and logistics expertise, proven operational solutions and technologies. At the same time the latter are not always as effective in Russia as in Europe and other markets due to entirely different distances, infrastructure and other factors.
The definite strengths of the Russian operators are local market knowledge, ability to customize the services to local customers requirements, combined with attractive prices. Russian players account for 80% of domestic express market, with the 20% share held by international operators, whilst on international express market the proportion is the opposite. The fact that Armadillo Group has access to up-to-date technologies due to our international partners, backed by our 15-year experience of servicing Russian customers, all allow us to be a highly competitive service provider.
Ivan Stupachenko
[~DETAIL_TEXT] => Enormous growing market…
Russia is a great market, says any logistics provider you ask. It ranks second in attractiveness after China. Already good known thesis: on the back on the surging commodity world prices Russia’s consumption grows by dozens of percentage what results in growing demand for logistics services. In 2006, the Russia’s turnover of DHL increased by 50% in comparison to 2005. The country’s market has a great potential to develop, admits the commercial director of DHL Russia Mark Jordan. DHL is investing into a center network development EUR 15 million for the next three years.
… and still underdeveloped
Everybody knows about the Russia’s severe winter and enormous square but what does it all mean for logistics? Bad state of roads are also well known, and how to deal with it to provide a delivery-in-time service? A practice shows that all these national features are not just stereotypes and common places, but reality that is causing losses.
There are even more surprises here to «welcome» newcomers. «They concern customs legislation and personal. The industry is suffering from a severe lack of logistics-educated specialists», minds CEO of OOO Partner-Logistics Igor Merkulov. Poor infrastructure is on the list too. Not only transport facilities like trains, obsolete trucks and so on, but namely logistics utilities like terminals, information systems providing an opportunity to make fast decisions and control a cargo transportation process.
The list goes on. CEO of Schenker AG Hans-Jorg Hager claims that all these factors lead to the fact that «application of western standards in logistics are not possible». He cites such reasons as overloading of sea ports, too obsolete automotive park, excessive administrative regulation as well as enormous distances, of course. «Sometimes the Russian winter breaks our timetable», complaints Mr. Hager and notices that a level of punctuality in Russia is only 90-95%.
Uwe Leuschner, managing director of Fiege Rewico International GmbH cites some more factors as reasons why «the European experience cannot be transformed fully to Russia». Besides geographical features and customs, he points out that the transport industry is being so far regulated by laws written still in Soviet times. Also there is no balance in warehousing facilities being offered at the market: most developers are building warehouses of class «A» while a real lack is obtained in the category «B».
Yuri Kelebeev, a customs operations manager of DHL Russia explains in details why the domestic customs legislation usually surprises foreigners. First of all, the same laws may mean just different things at different local customs offices being interpreted both by local document and officers.
Unlike abroad, in Russia a sophisticated mechanism of going through customs procedures may lead to great delays. Thousands of regulating documents cannot always be fast collected and learned by a newcomer. «Customs collects 40% of the state budget revenue what affects its work», he explains he the situation.
Mr. Merkulov describes a non-success story of an attempt of a foreign logistics operator to deliver a cargo by air from Moscow to Khabarovsk for its customer, by the way also of foreign origin. Because of poor infrastructure in the airport of Khabarovsk, in particular, absence of stocking facilities, there appeared an important problem: nobody knew what to do with cargo after arrival. Who could have suggested there would be nobody to transport the cargo out!
Bad weather? Too much traffic? No problem!
Russian companies have own strong features and are not afraid to begin work even in those areas which appeared to have already been captured by others. There is a lot of things that local operators can do much better than their counterparts.
The reality is that the Russia’s transport problems and unclear legislations with sophisticated customs procedure defend interests of domestic operators who are behind those from abroad in technology, but are more experienced in operations on such a difficult market.
Vladimir Nazarov CEO of the group of companies Zheldorexpedition (ZDE) that serves 65 cities and area of 200 kilometers around them in which totally 400 towns are located, says: «For 12 years of our history there were very rare cases of delivery time breaks. Usually timetable is obeyed with a minute – accuracy even on a route Moscow-Vladivostok, 9 000 kilometers long. Therefore we’re not afraid of winter or any other unpleasant things». «Our on-time delivery is 99.5% even though the roads are not perfect. We are specialists in parcel transportation logistics and we do it well», says Sergey Kruglov, CEO of Armadillo Group. 99.9% – such a figure can surprise Mr. Hager from Schenker.
High level of accuracy helps ZDE develop a new service. «Minimal paid size we are working with is five 0.5 cubic meters. 7% of our clients transport less. Therefore ZDE is going to start providing express-delivery services», says Mr. Nazarov. Why should not DHL be alarmed by a new competitor in the segment?
A competition or a cooperation?
Generally known that large international operators are coming here followed by their customers with whom they’re dealing all over the world. Like a pair of the French food retailer Auchan and its «satellite» FM Logistics. Such a partnership bases of such close cooperation when a provider – logistical or any other – knows business operations of a client so well that decides itself what and how a client should do to be successful.
Of course, these «family» relations can hardly ever be broken by any local competitors. But a competitor may turn into a sub-contractor, why not? So, what is a main trend on the market today: competition between «hosts» and «guests» or cooperation? Our short inquiry shows that the trend is moving more towards partnership, though with some important remarks.
«We’re serving both Russian and foreign customers about in equal shares», says Uwe Leuschner from Fiege. Many logistics operators underline that their first times in Russia were times of cooperation with other foreign companies – producers or traders. But gradually a customer list begins to be fulfilled with domestic clients. «I would not divide Russian and foreign operators by the national criteria. We’re competitors and we’re fighting for the same customers, tells Mr. Merkulov. – And we compete largely with international operators, because namely they can provide 3PL services just like we do. Russian companies are still weak at 3PL».
There are reasons not to make alliances. «Every coming operator has own know-how, and a principle of joint venture doesn’t work well here. It looks like «give me your watch and I’ll tell you for your money what time it’s now», says a chief of a large European logistics provider.
And even if decided to look for someone to capture the market together, one may face another barrier, possible overwhelming. «Besides OAO RZD we have found no reliable partners, warns Mr. Nazarov from ZDE. The company was forced not only to buy its own automotive park instead of possible outsourcing, but even to build own service center. – We cannot have our trucks waiting in a queue only because it’s convenient for an external service center. It’s most reliable to establish its own network because only so you can control level quality».
There are a lot of other views, and they are dominating now. «Our joint company here has been working for five years and everything goes well. Everything depends on who is your partner», says Ralf Janker, owner of Transcare AG. «All development in logistics in Russia in the recent years was concentrated in Moscow and now these processes are moving to regions, Ekaterinburg, Rostov, Krasnodar, Khabarovsk. I’m absolutely sure that we can work there effectively only with a Russian partner», thinks Mr. Leuschner. By the way, Armadillo enlarged its national wide branch network twice for the last two years. May be, a good reason for cooperation with a foreign partner?
Partner-Logistics is cooperating with Kuehne und Nagel in delivering some cargo from abroad to Russia’s consumers. Kuehne und Nagel deals with preparing freight for being able to go through customs procedures, the Russian company is responsible for operations inside the country.
Armadillo works within the trilateral alliance with Geopost and Yurtici Kargo. Mr. Merkulov and Uwe Leuschner like perhaps others their colleagues underline that the market isn’t suffering from supply surplus and therefore «there is enough work for everybody».
Resume
Difficulties of operating in circumstances of obscure and complicated legislation in couple with other unforecastable conditions prevent foreign providers from mass merging of their Russian colleagues. The situation is likely to be changed after Russia’ WTO entering. So, RF Ministry of transport is heavily investing in modernizing and building infrastructure. In about 5-10 years it will become a pleasant business to provide logistics services in Russia. Will domestic companies be needed any more? May be, if they manage to enhance their competitiveness.
And even if so – they are going inevitably to be bought by foreigners or to establish with them joint ventures. Respecting examples you will find at the retail market. By the way, the industry where there is «enough work for everybody» and where international companies are living peacefully with local ones. The bank sector may deliver some examples as well as insurance and estate developing.
Viewpoint
Leonid Zondberg, Sales &Marketing Director, Armadillo Group:
– The Russian market is booming, which is why there is enough room both for national and international operators. Overseas players have a number of advantages compared to Russian operators: long-term experience and logistics expertise, proven operational solutions and technologies. At the same time the latter are not always as effective in Russia as in Europe and other markets due to entirely different distances, infrastructure and other factors.
The definite strengths of the Russian operators are local market knowledge, ability to customize the services to local customers requirements, combined with attractive prices. Russian players account for 80% of domestic express market, with the 20% share held by international operators, whilst on international express market the proportion is the opposite. The fact that Armadillo Group has access to up-to-date technologies due to our international partners, backed by our 15-year experience of servicing Russian customers, all allow us to be a highly competitive service provider.
Ivan Stupachenko
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[DETAIL_TEXT] => One always has to eat
No one doubts the cargo base for refcontainer transportation exists. Moreover, in the near future the demand for perishable goods transportation (PG) promises to rise. The RF Ministry of Economic Development and Trade foresees a doubling of import volumes of foodstuff by 2009. The forecast is based on the significant gap between the domestic demand for food and the low rate of foodstuff production growth in the country. Thus, in case of the forecasted growth of population’s income by 48% by 2009, the growth of agricultural sector production will make only 12% under favourable conditions, and import will double. «Actually, we don’t have import replacement of foodstuff the import share will grow by 2009, – Andrey Klepach, Director of Department of macroeconomic forecasting of the RF Ministry of Economic Development and Trade, comments, – the growth of population’s income leads to the anticipatory demand for high-quality goods and domestic manufacturing can not fully satisfy this demand».
Russian importers of fruit and vegetables also forecast a growth of their production in Russia. Thus, according to the forecasts of Sunway Group, fruit and vegetables consumption in Russia will grow by 15–18% annually. The world agricultural importers haven’t come to the Russian market at their full capacities, but the three key-companies of the Russian fruit and vegetables import market (Sunway Group, JFC and Sorus) predict a serious competition with Dole, Del Monte, and Chiquita.
It is no secret that fresh and frozen vegetables and fruit, as well as frozen food, being the cargo of special temperature conditions, are recommended for transportation by specialized rolling stock.
Considering the significant demand for foodstuff dispatches of 5-20 tons and the natural growth of such dispatches, prospects of refcontainer transportation look optimistic. These relatively new for the Russian market technologies are attractive due to the fact that the present-day park of isothermal cars is worn-out, their average age exceeds 20 years, whereas the normative life cycle of such a car amounts to 25 years (new cars are not manufactured now). Moreover, refcontainer is a part of intermodal transportation technology, when the cargo (perishable goods included) is delivered door-to door, which decreases the number of goods reloading to two operations (loading-unloading procedures), and thus it significantly increases quality and minimizes the risk of cargo defrosting.
All advantages of transportation by refcontainers are obvious regarding the stable growth of transit transportation of perishable goods (according to OAO RZD data, on the route Asian-Pacific countries – Western Europe this volume exceeds 10 mln tons). Refcontainer transportation technology allows to cut the expenditures on cargo handling in the ports, their loss and damage and decrease the delivery term. These facts can assist in perishable goods transit attraction to the Russian railway net.
Nevertheless, no matter how potential refcontainer transportation is, it is not developed properly in Russia; the same situation is typical of all types of specialized container transportation though.
Who is first to offer complex service?
According to ОАО Refservice, about half of the cargo delivered to the Russian ports (over 2 mln tons) is transported by containers and carried by trucks further on, while another half is taken from refcontainers to rail refrigerator cars and thermos railway cars.
At present, perishable goods are transported not only from Saint-Petersburg, Novorossiysk, Baltic
ports and Finland to Moscow region, but also to long distances of over 3000 km – to Novosibirsk, Krasnoyarsk and even Irkutsk.
In the opinion of Nikolai Averkov, OAO Refservice CEO, one of the most influential reasons for perishable goods to flow from railway towards other modes of transport, especially to motor transport, has become the change in the weight structure of cargo flows. «This happened due to the lack of correspondence of the present-day refrigerator rolling stock to modern demands, reasoned by the shortening of transported cargo volumes, – he notes. – At the same time, the carrying capacity of four-cars refsection makes 150-200 tons. In this respect, transportation of perishable goods by large-capacity refcontainers (20-25 tons) can become a solution»
Hauliers obtained one more competitive advantage over railways: the present-day rules and technologies of cargo transportation do not totally correspond to the level of market development.
«There are no common net conditions for cargo transportation by refcontainers which would be unified for all market participants. Every company rolling stock owner who operates on this market has to agree on «special terms» of transportation with OAO RZD, – Alevtina Kirillova, Director of Sungate emphasizes. – The process of agreement takes months, the document has to be approved by plenty of OAO RZD departments, and each of them can refuse approval». The client can not and does not wait, thus, cargo goes to hauliers.
«…It is impossible to plan any procedure connected with railway thoroughly beforehand. Now we operate one price, tomorrow it can be another; today I am given a car, tomorrow I do not get any rolling stock… This is why motor transportation is getting competitive all over the country», – Stanislav Stankevich, CEO of Thermos-Container, added.
Of course, trucks can not completely substitute for railways: it is too expensive to transport fish from Vladivostok to Moscow by truck, though it is an advantageous mode of transportation for short-distances. However, during transportation from Baltic and Finnish ports, about a hundred hauliers queue on the border, which makes term of delivery longer and works for railway transportation.
At the same time, the price for this service has remained rather democratic. In the words of D. Yermolenko, despite the fact that tariffs for refcontainer transportation are flexible and depend on cargo class, its type, and declared container size, the prices stay at the same or an even lower level than motor transportation.
Private sector
The share of refcontainer transportation is very small. According to OAO RZD data, in 2005 out of general volume of perishable goods transportation only 175.4 thousand tons (1.5%) were transported by large-capacity refcontainers. The share of domestic transportation made 94.2% (165.3 thn tons), transit – 3.8% (6.7 thn tons), import – 1.2% (2 thn tons), and export – 0.8% (1.4 thn tons). This small but prospective market segment of reftransportation has its own specifics.
Regarding the fact that the basic refcontainer transportation volume is made up from agricultural sector production, which, compared to industrial production, needs a more thorough attitude to delivery, handling and storage, refmarket initially involves a greater number of private companies. On the other hand, the very private business is capable to react to the flexible demand fast.
This niche was packed with private companies who were guided by the «nature abhors the vacuum» principle. The arrival on the market of OAO Refservice, earlier an OAO RZD department, then OAO RZD affiliate, who is a strong player specializing in perishable goods transportation, made them turn to an alternative transportation mode, i.e. refcontainers.
A private company’s advantage lies in the fact that it has a flexible attitude to transportation tariff formation. Companies’ tariffs can fluctuate depending on the season season, which is a factor of great importance for perishable goods transportation. «In this sector competition is formed not between those who transport production by refcontainers, but between those who operate both refcontainers and refcars, although the prime cost of both types of transportation is similar», S.Stankevich clarifies.
This sector shows a stable business development and impressive dynamics of container flows.
Thus, for example, in 2006 Agency Reftransportation OJSC transportation volume grew by 20%.
The results of container flow dynamics achieved by Dalreftrans JSC also prove the tendency for volumes growth in the sea and railway sectors by 20%. At the same time, in the words of Victor Padurya, CEO of the company, the growth of railway refcontainer flow is closely connected with the need for investment projects development in order to purchase specialized rolling stock and container equipment.
Obviously, the market is developing. At present, all Russian key-players operate in equal company conditions regarding containers number, number of couplings etc. Thus, Aurora possesses 8 couplings and 160 refcontainers, Agency Reftransportation – 12 couplings and 150 containers, Dalreftrans – 11 couplings and 1 273 containers, Trans Siberian Express Service – 20 and 40 respectively.
Each key-player has its competitive advantages and weak points. Among the major advantages of Dalreftrans is its new container park (40ft containers produced in 2004-2006, 20ft manufactured in 1999-2000). Also, the company operates refcontainer couplings and a terminal in Vladivostok.
Moreover, it is quite logical to assume that, being an affiliate of «Far Eastern Shipping Company», they have discounts for sea transportation. However, the company does not confirm this fact. Thus, Victor Padurya, CEO of Dalreftrans, says: «Far Eastern Shipping Company» sets equal terms and does not provide us with privileged tariffs. Thus, all acting companies-operators of container equipment are in equal competition conditions during container transportation by sea. The lack of our own container terminal in the Western part of the country has a negative impact on the company’s transportation economy and creates a risk of unplanned expenditures regarding technological servicing and repair of specialized container equipment. As the technical equipment is not modernand corresponds to the standards of 1960-80-ies, there is an opportunity to attract commercial organizations to implement work on the proper level», V. Padurya states.
Among the major disadvantages of other market players is the lack of privileged access to the sea (in the Far East region they all have to work with their immediate competitor Dalreftrans).
Agency Reftransportation also develops quite dynamically. The company operates their own refcontainer terminal in Vladivostok (Ugolnaya station), which is the biggest «dry» (domestic) one among the specialized terminals of the region. Moreover, the company has its own terminal in Saint-Petersburg. However, the company rents couplings, which is, in experts’ opinion, rather expensive.
Aurora company also operates its terminal in Saint-Petersburg, though the basic disadvantage of the company is the lack of a «safety net», which Dalreftrans possesses in the way of high cost of assets and Agency Reftransportation in the way of own cargo basis (the company was launched in 1997 on the basis of a wholesale fish company). They feel at home in Saint-Petersburg, since this is still the heart of perishable goods cargo flow formation in the country; however, they do not have equipped terminals to service containers in Moscow and Vladivostok.
Along certain routes and for cargo base
All private companies were launched to service certain transportation routes that envisaged lack of empty run and an opportunity of back load. Practically 100% of refcontainer cargo is transported along the routes with full or partial back load which should not be lower than 80%.
All the companies operating refcontainer transportation work on Vladivostok – Moscow – Vladivostok route. «We started with the dispatch of one coupling twice a week, D. Yermolenko says, – at present we dispatch about one and half or two couplings per week».
Dalreftrans and Aurora operate in Vladivostok–Saint-Petersburg –Vladivostok route. Agency Reftransportation also planned to develop Moscow – Saint-Petersburg – Vladivostok route with further refcontainers handling in the ports of the Far East (Petropavlovsk Kamchatsky, Sakhalin, Magadan). «We haven’t managed to develop this project yet due to lack of rolling stock. To implement this in future, our company is expanding our park and purchasing equipment now», D.Yermolenko clarifies.
It should be said that all three leading companies plan to develop Vladivostok – Novosibirsk, Novosibirsk – Vladivostok route. There is a cargo base, though not very large. Also, one more prospective direction of transportation is from Moscow and Saint-Petersburg to Novosibirsk and further on to the ports of the Far East. «From Novosibirsk our refcontainers are not fully loaded on the back run, the structure of loading works so that empty run here is inevitable», D.Yermolenko says.
Trans Siberian Express Service company attempted to transport refcontainers along the route Moscow–Vladivostok and Vladivostok–Moscow. However, at present the company stopped domestic transportation, having concluded it is inefficient and now transports goods from the Baltic countries to Central Asia on transit terms via Russia. Sungate (quite probably according to the same reasons) does not operate on the domestic refcontainer transportation market either.
«In future we plan to develop multimodal transportation of import goods from China and Korea to Moscow and also import goods destined for Central Russia from the Baltic ports via Saint-Petersburg, - D. Yermolenko says, - It was a prospective step for us, but we faced tough competition». Major competitors on these routes are shipping lines who operate from the ports of China to European ports. They offer very low rates that are reasoned by large capacities of vessels, so they give privileged terms for refcontainer transportation and through consignment. Despite the fact that the ultimate cost includes not only ocean service but also transshipment in one of the European hubs (Hamburg, Antwerp, Rotterdam), as well as stevedoring service in the port of Saint-Petersburg, they manage to keep quite competitive rates.
«Our rate would look more competitive if it wasn’t for one problem: within the Far East basin there is no direct transportation between China and Russia with acceptable prices. The route lies via Korea, - he clarifies, - for example, transportation of one 40ft refcontainer between the ports of Shanghai and Nakhodka costs the same as the one from Shanghai to Saint-Petersburg». In future Agency Reftransportation plans to launch the line of 200-300 TEU in this direction. The project was postponed due to the fact that the company is still quite inexperienced in sea transportation.
Speaking of railway vents in the Far East, it should be said that there are too many administrative difficulties in the region, including the fact that refcontainers are not transported within China: because of the lack of specialized rolling stock only haulage transportation is possible. Moreover, the Russian border railway terminals are not ready to handle this type of rolling stock, which «cuts» the line. That is the reason why the present-day cargo flow, instead of multimodal transportation by refcontainers, neighbors with port handling, but basic import volume from the Far East to Russia follows via the port of Saint-Petersburg.
In the opinion of market participants, business on acting directions to Moscow is negatively influenced by the limited nature of single cargo nomenclature (since fish delivery is seasonal). «Load regularity could be supported, if certain steps were taken by the state. For example, meat production volume could significantly assist in situation improvement, – D. Yermolenko believes. – However, today Chinese meat import to Russia is banned, which is reasoned by the acting sanitary norms and, at the same time, it is no secret that Chinese pork is the cheapest on the world market and would be of great demand in Russia».
Speaking of Chinese fruits transportation, Russian Agricultural Inspection often prevents their import as well. Thus, fruits also go by sea.
In general, railway looks quite prospective on this route; however, there are certain difficulties connected with tariff regulation and with the lack of trust shown by foreign importers to railway transport of Russia.
The further we go …
The fact that the parks of refcontainers and railway platforms are worn-out and the dynamics of their renewal is slow creates a crucial problem for this transportation sector participants, since it causes frequent cases of cargo damage. The sector badly needs heavy investment.
It is known that the dynamics for world prices on specialized refcontainers has remained stable during the last 5-6 years. On terms of purchase of 20ft refcontainer from a factory, the unit costs about USD 15.5 thousand; 40ft high-cube typically used for transportation is about USD 19 thousand. New container delivery to Russia costs USD 1 thousand additionally. However, new containers are usually ordered by shipping companies; other players acquire second-hand units which are cheaper. According to ОАО Refservice, the prices range for refcontainers in Russia nowadays makes 3500-6700 Euros, VAT included.
That is why nobody but Dalreftrans can afford new refcontainers purchase. According to the company’s data, in 2006 they had 299 units of 20ft refs; this year they plan to expand their park up to 877 units. The company operates 410 of 40ft refs and in 2007 their number will reach 450 units. Moreover, Dalreftrans owns 11 diesel cars and 184 fitting platforms.
Other market players have to use containers brought from abroad or rent rolling stock from lease companies.
The most part of Agency Reftransportation park is made up from absolutely new platforms and containers. Diesel cars are relatively new as well (1989-1990). «In transportation we basically use leased park which is given by foreign companies or their Russian offices, – D. Yermolenko says, – We do not purchase our own containers, since we believe that operating a private container park is a single business different from transportation. The period of container payback is about 5-6 years. We believe our attitude is quite correct, as rent rates are acceptable». Moreover, according to experts, the tendency for these rates to decrease can be observed.
«Now we are developing dynamically however, it is hard to plan for 5-6 years perspective how many units we will need, –D. Yermolenko clarifies. – We would like to be more flexible». At present the company operates the park of 150 refcontainers and has 12 refcontainers couplings. However, to organize the work of one line operation between Moscow and Vladivostok we need 8 couplings and 96 containers. Considering the company’s development plan we are to increase this number up to 15 units. In future it will go up to 25 units. Everything will depend on the commercial situation on the refcontainer transportation market, the cost of refsections and thermos-cars and tariffs», – D. Yermolenko believes.
Now it is quite clear that the refcontainer component in the tariff is so insignificant that there is no sense to invest into new rolling stock. In particular, this is why «Thermos-Container», having operated on this market for long time, does not position itself as refcontainers and couplings owner and functions as Dalreftrans agent in Moscow (providing cargo base and terminal handling), and, starting from last summer, after Dalreftrans launched its office in Moscow, as Aurora company’s agent.
The number of 20ft refcontainers in the parks of the Russian companies is significantly smaller. This is explained by the high prime cost of this unit during transportation (for example, the cost of motor transport delivery for 40ft and 20ft containers is similar, though the latter transports half as big a volume of goods).
However, according to experts, the demand for 20ft containers will grow soon. Quite possibly, the proportions of these units in refparks of the Russian rolling stock owners will change.
Generally, the market prefers two world refcontainers manufacturers – Thermo King Corp. and Carrier Transicold.
No terminals – no logistics
One more problem of the sector should be mentioned: in Russia there are very few specialized terminals destined for refcontainers handling.
One of the best specialized container terminals in Russia belongs to Dalreftrans; its construction is to be completed by next May.
Stations run by ОАО RZD and TransContainer do not provide refcontainers switch. In Saint-Petersburg some private terminals equipped by plugs for refcontainers are developing (Shushary, Predportovy, First Container Terminal), though Moscow has no such terminals at all.
Only two railway stations in Moscow are properly equipped: Moscow – Tovarnaya – Paveletskaya and Kuntsevo-2 (both were equipped by Thermos-Container during the process of container transportation development for Dalreftrans). Moreover, now refcontainers are handled at Podmoskovnaya and Butyrskaya railway stations (Dalreftrans).
Agency Reftransportation handle their containers at Silikatnaya station of the? Podolsky industrial railway transport complex (private terminal). Aurora company handles their refs at Khovrino station.
There are private terminals which have plugs but not enough place for unloading and deposit, which makes the quality handling of ref coupling impossible. For example, Yugo-Vostochny (South-Eastern) Terminal operates about 50 plugs, but can provide unloading area for 3 cars only. In Podmoskovnaya refdepot (controlled by ОАО RZD) OAO Refservice built a modern container site. It is capable of unloading about 60 of 40ft containers simultaneously. «Being on the first stage of refcontainers use, we perform as forwarders operating these capacities for cargo dispatch by refsections, – Nikolai Averkov says, though it is not our core business».
This is not enough. «We focus mainly on private terminals or handling parks equipped with respective technique, – D. Yermolenko says, and these terminals have problems concluding agreements with OAO RZD on container handling. Moreover, when a new terminal is to be launched, the first problem to solve is to fill it with universal containers, which provide the major volume, and only afterwards one can think of refcontainers».
In the opinion of D. Yermolenko, a more tolerant approach of OAO RZD to this problem can become a serious stimulus to attract private investment into the terminal development (specialized terminals included). «This can result in strengthening the Russian terminal infrastructure that would be formed without any state investment, – he believes. – Unfortunately, no positive tendencies are observed in this area».
A. Kirillova shares this opinion. «Further development of railway container terminals needs attractive conditions for investors, for example, setting privileged tariffs for cargo transportation by private rolling stock, – she says. – At the same time, equal access to infrastructure and container equipment servicing should be provided».
Quite probably, this support will come soon. OAO Refservice plans to develop adjacent markets with the use of new technologies (including cargo transportation in refsections). To achieve this goal the company has developed an investment programme for 2007-2009 which envisages the purchase of 30 of 12-platforms container couplings. «Now we are studying our colleagues’ experience and clarify the pricing on these services, – N. Averkov says. – Containerization of perishable goods transportation will demand heavy investments, thus, we should evaluate «pros» and «contras». I do not exclude that in future we will launch an affiliate on refcontainer operation».
Of course, to develop refcontainer transportation, whose potential is great in Russia, a complex state approach is required. Private operators, OAO Refservice and OAO TransContainer being the key-players of the sector, should perform in alliance to protect the market from powerful foreign container companies. Now it is clear this business in Russia is formed on the basis of people’s enthusiasm, as they believe their attitude can turn it to a more adequate business model.
Our reference
Basic routes for refcontainer transportation in Russia
Dalreftrans operates on the routes Vladivostok–Moscow–Vladivostok, Vladivostok–Novosibirsk–Vladivostok and Vladivostok–Saint-Petersburg–Vladivostok. It also implements transportation to/from Petropavlovsk-Kamchatsky, Korsakov (Sakhalin), and Magadan via Vladivostok.
Agency Reftransportationhas been developing perishable goods refcontainer transportation between West and East (Moscow–Khabarovsk–Vladivostok and back). Aurora company works on the following routes: Moscow–Khabarovsk, Moscow–Vladivostok, Saint-Petersburg– Novosibirsk, Khabarovsk, Vladivostok, Petropavlovsk-Kamchatsky, Sakhalin and back.
Sungate dispatches refcontainer block-trains from the Baltic ports towards Russia, Kazakhstan, Uzbekistan, Turkmenistan etc.
Trans Siberian Express Service company also develops refcontainer block-trains transportation from the CIS, Baltic and the EU ports to Central Asia.
Viewpoint
Dmitry Yermolenko, Agency Reftransportation, Commercial Director:
– Refcontainer transportation volume grows year by year. This can be explained by the fact that the container conquers the market of the isothermal car. Under similar price conditions, it gives more advantages. They are the opportunity to transport cargo in smaller volumes, absence of extra loading procedures, high technology use etc. Clients often prefer to send cargo in small volumes, as they do not want to keep extra foodstuff in their stock.
Last year the refcontainer transportation volume made by our company grew approximately by 20%. However, our work can not show the results typical of the market: we are carrying out a fundamental policy of changing isothermal cars for refcontainers and, thus, re-build our customers’ psychology and get the chance to utilize old cars whose share is still significant.
The process of perishable goods containerization in Russia is developing in a zigzag way. For example, a rise can be caused by the rapid growth of demand, introduction of new line etc. Despite this specific form of development, in our opinion, this growth can be called quite significant. However, we can discuss serious containerization of cargo flow only in the context of a well-functioning line. As practice shows, not every effort to containerize cargo flow is a success.
Nikolai Averkov, OAO Refservice CEO:
– The technology of refcontainer transportation is over prospective. Its basic advantage is offering the market a complex service: door-to-door cargo delivery. However, the technology itself has certain aspects which can play a negative role.
Nowadays refcontainers with an autonomous energy source can be used only on specific local routes. To introduce it on a wider scale, we need a developed net of container terminals equipped with plugs. These container sites should be located in the areas accessible to motor transport. Refcontainer transportation can not substitute for classical railway transportation of perishable goods. One should take into account the plans of big market players, who are to construct powerful cold terminals of hundreds thousand tons capacity. They will be located in key locations in Russia.
Refcontainers will transport production for short arms and big volumes will be transported by refsections. Today we are to pay special attention to rolling stock renewal. The problem of manufacturing a new car lies in the fact that all production capacities where isothermal rolling stock was manufactured in the Soviet era are lost. Actually, it should be launched anew, which demands heavy investment. By now we have completed negotiations with the factory in Dessau, where thermos-cars for the USSR were produced before and we have developed a technical order for production of isothermal rolling stock of new generation.
Victor Padurya, Dalreftrans CEO:
– Refcontainer companies experience proves the growth of demand for container transportation. Its annual growth of on railway makes about 20%.
Moreover, manufacturing of specialized refrolling stock, ref cars and thermos-cars has stopped. Thus, in 10-12 years an overall replacement of ref cars transportation by container transportation will occur.
Among the prerequisites of refcontainer service development is the demand for intermodal transportation in the North regions, Siberia, the Far East and the European part of the RF, as well as trade development.
Providing services on perishable goods transportation by refcontainers, we should follow the basic container transportation guideline, i.e. high quality of cargo transportation that guarantees the safety of transported cargo.
To organize quality transportation of perishable goods, we need modern equipment corresponding to international standards. At the same time, we should emphasize the fact that Dalreftrans company follows the international experience, where the maintenance term of a refcontainer does not exceed 10 years, which is closely connected with the reliability of refplants and thermo-insulating container qualities
Companies using container equipment acquired from a foreign market on lease terms risk to lose their clients due to improper technological state of their equipment.
The development of new directions for perishable goods railway transportation is limited by the lack of specialized terminals that could provide refcontainer handling at stations and serviceing centers for refcontainer equipment.
Stanislav Stankevich, Thermos – Container, CEO:
– Despite all the obvious prospects of refcontainer transportation technologies, their use in our country is reasoned by this market participants’ altruism. Probably, in future we will come to this market as an operator, if acting tariffs are re-considered and the Regulations on perishable goods transportation are improved. When it happens, companies will have to invest into refcontainers, but now this is a very risky business.
[~DETAIL_TEXT] => One always has to eat
No one doubts the cargo base for refcontainer transportation exists. Moreover, in the near future the demand for perishable goods transportation (PG) promises to rise. The RF Ministry of Economic Development and Trade foresees a doubling of import volumes of foodstuff by 2009. The forecast is based on the significant gap between the domestic demand for food and the low rate of foodstuff production growth in the country. Thus, in case of the forecasted growth of population’s income by 48% by 2009, the growth of agricultural sector production will make only 12% under favourable conditions, and import will double. «Actually, we don’t have import replacement of foodstuff the import share will grow by 2009, – Andrey Klepach, Director of Department of macroeconomic forecasting of the RF Ministry of Economic Development and Trade, comments, – the growth of population’s income leads to the anticipatory demand for high-quality goods and domestic manufacturing can not fully satisfy this demand».
Russian importers of fruit and vegetables also forecast a growth of their production in Russia. Thus, according to the forecasts of Sunway Group, fruit and vegetables consumption in Russia will grow by 15–18% annually. The world agricultural importers haven’t come to the Russian market at their full capacities, but the three key-companies of the Russian fruit and vegetables import market (Sunway Group, JFC and Sorus) predict a serious competition with Dole, Del Monte, and Chiquita.
It is no secret that fresh and frozen vegetables and fruit, as well as frozen food, being the cargo of special temperature conditions, are recommended for transportation by specialized rolling stock.
Considering the significant demand for foodstuff dispatches of 5-20 tons and the natural growth of such dispatches, prospects of refcontainer transportation look optimistic. These relatively new for the Russian market technologies are attractive due to the fact that the present-day park of isothermal cars is worn-out, their average age exceeds 20 years, whereas the normative life cycle of such a car amounts to 25 years (new cars are not manufactured now). Moreover, refcontainer is a part of intermodal transportation technology, when the cargo (perishable goods included) is delivered door-to door, which decreases the number of goods reloading to two operations (loading-unloading procedures), and thus it significantly increases quality and minimizes the risk of cargo defrosting.
All advantages of transportation by refcontainers are obvious regarding the stable growth of transit transportation of perishable goods (according to OAO RZD data, on the route Asian-Pacific countries – Western Europe this volume exceeds 10 mln tons). Refcontainer transportation technology allows to cut the expenditures on cargo handling in the ports, their loss and damage and decrease the delivery term. These facts can assist in perishable goods transit attraction to the Russian railway net.
Nevertheless, no matter how potential refcontainer transportation is, it is not developed properly in Russia; the same situation is typical of all types of specialized container transportation though.
Who is first to offer complex service?
According to ОАО Refservice, about half of the cargo delivered to the Russian ports (over 2 mln tons) is transported by containers and carried by trucks further on, while another half is taken from refcontainers to rail refrigerator cars and thermos railway cars.
At present, perishable goods are transported not only from Saint-Petersburg, Novorossiysk, Baltic
ports and Finland to Moscow region, but also to long distances of over 3000 km – to Novosibirsk, Krasnoyarsk and even Irkutsk.
In the opinion of Nikolai Averkov, OAO Refservice CEO, one of the most influential reasons for perishable goods to flow from railway towards other modes of transport, especially to motor transport, has become the change in the weight structure of cargo flows. «This happened due to the lack of correspondence of the present-day refrigerator rolling stock to modern demands, reasoned by the shortening of transported cargo volumes, – he notes. – At the same time, the carrying capacity of four-cars refsection makes 150-200 tons. In this respect, transportation of perishable goods by large-capacity refcontainers (20-25 tons) can become a solution»
Hauliers obtained one more competitive advantage over railways: the present-day rules and technologies of cargo transportation do not totally correspond to the level of market development.
«There are no common net conditions for cargo transportation by refcontainers which would be unified for all market participants. Every company rolling stock owner who operates on this market has to agree on «special terms» of transportation with OAO RZD, – Alevtina Kirillova, Director of Sungate emphasizes. – The process of agreement takes months, the document has to be approved by plenty of OAO RZD departments, and each of them can refuse approval». The client can not and does not wait, thus, cargo goes to hauliers.
«…It is impossible to plan any procedure connected with railway thoroughly beforehand. Now we operate one price, tomorrow it can be another; today I am given a car, tomorrow I do not get any rolling stock… This is why motor transportation is getting competitive all over the country», – Stanislav Stankevich, CEO of Thermos-Container, added.
Of course, trucks can not completely substitute for railways: it is too expensive to transport fish from Vladivostok to Moscow by truck, though it is an advantageous mode of transportation for short-distances. However, during transportation from Baltic and Finnish ports, about a hundred hauliers queue on the border, which makes term of delivery longer and works for railway transportation.
At the same time, the price for this service has remained rather democratic. In the words of D. Yermolenko, despite the fact that tariffs for refcontainer transportation are flexible and depend on cargo class, its type, and declared container size, the prices stay at the same or an even lower level than motor transportation.
Private sector
The share of refcontainer transportation is very small. According to OAO RZD data, in 2005 out of general volume of perishable goods transportation only 175.4 thousand tons (1.5%) were transported by large-capacity refcontainers. The share of domestic transportation made 94.2% (165.3 thn tons), transit – 3.8% (6.7 thn tons), import – 1.2% (2 thn tons), and export – 0.8% (1.4 thn tons). This small but prospective market segment of reftransportation has its own specifics.
Regarding the fact that the basic refcontainer transportation volume is made up from agricultural sector production, which, compared to industrial production, needs a more thorough attitude to delivery, handling and storage, refmarket initially involves a greater number of private companies. On the other hand, the very private business is capable to react to the flexible demand fast.
This niche was packed with private companies who were guided by the «nature abhors the vacuum» principle. The arrival on the market of OAO Refservice, earlier an OAO RZD department, then OAO RZD affiliate, who is a strong player specializing in perishable goods transportation, made them turn to an alternative transportation mode, i.e. refcontainers.
A private company’s advantage lies in the fact that it has a flexible attitude to transportation tariff formation. Companies’ tariffs can fluctuate depending on the season season, which is a factor of great importance for perishable goods transportation. «In this sector competition is formed not between those who transport production by refcontainers, but between those who operate both refcontainers and refcars, although the prime cost of both types of transportation is similar», S.Stankevich clarifies.
This sector shows a stable business development and impressive dynamics of container flows.
Thus, for example, in 2006 Agency Reftransportation OJSC transportation volume grew by 20%.
The results of container flow dynamics achieved by Dalreftrans JSC also prove the tendency for volumes growth in the sea and railway sectors by 20%. At the same time, in the words of Victor Padurya, CEO of the company, the growth of railway refcontainer flow is closely connected with the need for investment projects development in order to purchase specialized rolling stock and container equipment.
Obviously, the market is developing. At present, all Russian key-players operate in equal company conditions regarding containers number, number of couplings etc. Thus, Aurora possesses 8 couplings and 160 refcontainers, Agency Reftransportation – 12 couplings and 150 containers, Dalreftrans – 11 couplings and 1 273 containers, Trans Siberian Express Service – 20 and 40 respectively.
Each key-player has its competitive advantages and weak points. Among the major advantages of Dalreftrans is its new container park (40ft containers produced in 2004-2006, 20ft manufactured in 1999-2000). Also, the company operates refcontainer couplings and a terminal in Vladivostok.
Moreover, it is quite logical to assume that, being an affiliate of «Far Eastern Shipping Company», they have discounts for sea transportation. However, the company does not confirm this fact. Thus, Victor Padurya, CEO of Dalreftrans, says: «Far Eastern Shipping Company» sets equal terms and does not provide us with privileged tariffs. Thus, all acting companies-operators of container equipment are in equal competition conditions during container transportation by sea. The lack of our own container terminal in the Western part of the country has a negative impact on the company’s transportation economy and creates a risk of unplanned expenditures regarding technological servicing and repair of specialized container equipment. As the technical equipment is not modernand corresponds to the standards of 1960-80-ies, there is an opportunity to attract commercial organizations to implement work on the proper level», V. Padurya states.
Among the major disadvantages of other market players is the lack of privileged access to the sea (in the Far East region they all have to work with their immediate competitor Dalreftrans).
Agency Reftransportation also develops quite dynamically. The company operates their own refcontainer terminal in Vladivostok (Ugolnaya station), which is the biggest «dry» (domestic) one among the specialized terminals of the region. Moreover, the company has its own terminal in Saint-Petersburg. However, the company rents couplings, which is, in experts’ opinion, rather expensive.
Aurora company also operates its terminal in Saint-Petersburg, though the basic disadvantage of the company is the lack of a «safety net», which Dalreftrans possesses in the way of high cost of assets and Agency Reftransportation in the way of own cargo basis (the company was launched in 1997 on the basis of a wholesale fish company). They feel at home in Saint-Petersburg, since this is still the heart of perishable goods cargo flow formation in the country; however, they do not have equipped terminals to service containers in Moscow and Vladivostok.
Along certain routes and for cargo base
All private companies were launched to service certain transportation routes that envisaged lack of empty run and an opportunity of back load. Practically 100% of refcontainer cargo is transported along the routes with full or partial back load which should not be lower than 80%.
All the companies operating refcontainer transportation work on Vladivostok – Moscow – Vladivostok route. «We started with the dispatch of one coupling twice a week, D. Yermolenko says, – at present we dispatch about one and half or two couplings per week».
Dalreftrans and Aurora operate in Vladivostok–Saint-Petersburg –Vladivostok route. Agency Reftransportation also planned to develop Moscow – Saint-Petersburg – Vladivostok route with further refcontainers handling in the ports of the Far East (Petropavlovsk Kamchatsky, Sakhalin, Magadan). «We haven’t managed to develop this project yet due to lack of rolling stock. To implement this in future, our company is expanding our park and purchasing equipment now», D.Yermolenko clarifies.
It should be said that all three leading companies plan to develop Vladivostok – Novosibirsk, Novosibirsk – Vladivostok route. There is a cargo base, though not very large. Also, one more prospective direction of transportation is from Moscow and Saint-Petersburg to Novosibirsk and further on to the ports of the Far East. «From Novosibirsk our refcontainers are not fully loaded on the back run, the structure of loading works so that empty run here is inevitable», D.Yermolenko says.
Trans Siberian Express Service company attempted to transport refcontainers along the route Moscow–Vladivostok and Vladivostok–Moscow. However, at present the company stopped domestic transportation, having concluded it is inefficient and now transports goods from the Baltic countries to Central Asia on transit terms via Russia. Sungate (quite probably according to the same reasons) does not operate on the domestic refcontainer transportation market either.
«In future we plan to develop multimodal transportation of import goods from China and Korea to Moscow and also import goods destined for Central Russia from the Baltic ports via Saint-Petersburg, - D. Yermolenko says, - It was a prospective step for us, but we faced tough competition». Major competitors on these routes are shipping lines who operate from the ports of China to European ports. They offer very low rates that are reasoned by large capacities of vessels, so they give privileged terms for refcontainer transportation and through consignment. Despite the fact that the ultimate cost includes not only ocean service but also transshipment in one of the European hubs (Hamburg, Antwerp, Rotterdam), as well as stevedoring service in the port of Saint-Petersburg, they manage to keep quite competitive rates.
«Our rate would look more competitive if it wasn’t for one problem: within the Far East basin there is no direct transportation between China and Russia with acceptable prices. The route lies via Korea, - he clarifies, - for example, transportation of one 40ft refcontainer between the ports of Shanghai and Nakhodka costs the same as the one from Shanghai to Saint-Petersburg». In future Agency Reftransportation plans to launch the line of 200-300 TEU in this direction. The project was postponed due to the fact that the company is still quite inexperienced in sea transportation.
Speaking of railway vents in the Far East, it should be said that there are too many administrative difficulties in the region, including the fact that refcontainers are not transported within China: because of the lack of specialized rolling stock only haulage transportation is possible. Moreover, the Russian border railway terminals are not ready to handle this type of rolling stock, which «cuts» the line. That is the reason why the present-day cargo flow, instead of multimodal transportation by refcontainers, neighbors with port handling, but basic import volume from the Far East to Russia follows via the port of Saint-Petersburg.
In the opinion of market participants, business on acting directions to Moscow is negatively influenced by the limited nature of single cargo nomenclature (since fish delivery is seasonal). «Load regularity could be supported, if certain steps were taken by the state. For example, meat production volume could significantly assist in situation improvement, – D. Yermolenko believes. – However, today Chinese meat import to Russia is banned, which is reasoned by the acting sanitary norms and, at the same time, it is no secret that Chinese pork is the cheapest on the world market and would be of great demand in Russia».
Speaking of Chinese fruits transportation, Russian Agricultural Inspection often prevents their import as well. Thus, fruits also go by sea.
In general, railway looks quite prospective on this route; however, there are certain difficulties connected with tariff regulation and with the lack of trust shown by foreign importers to railway transport of Russia.
The further we go …
The fact that the parks of refcontainers and railway platforms are worn-out and the dynamics of their renewal is slow creates a crucial problem for this transportation sector participants, since it causes frequent cases of cargo damage. The sector badly needs heavy investment.
It is known that the dynamics for world prices on specialized refcontainers has remained stable during the last 5-6 years. On terms of purchase of 20ft refcontainer from a factory, the unit costs about USD 15.5 thousand; 40ft high-cube typically used for transportation is about USD 19 thousand. New container delivery to Russia costs USD 1 thousand additionally. However, new containers are usually ordered by shipping companies; other players acquire second-hand units which are cheaper. According to ОАО Refservice, the prices range for refcontainers in Russia nowadays makes 3500-6700 Euros, VAT included.
That is why nobody but Dalreftrans can afford new refcontainers purchase. According to the company’s data, in 2006 they had 299 units of 20ft refs; this year they plan to expand their park up to 877 units. The company operates 410 of 40ft refs and in 2007 their number will reach 450 units. Moreover, Dalreftrans owns 11 diesel cars and 184 fitting platforms.
Other market players have to use containers brought from abroad or rent rolling stock from lease companies.
The most part of Agency Reftransportation park is made up from absolutely new platforms and containers. Diesel cars are relatively new as well (1989-1990). «In transportation we basically use leased park which is given by foreign companies or their Russian offices, – D. Yermolenko says, – We do not purchase our own containers, since we believe that operating a private container park is a single business different from transportation. The period of container payback is about 5-6 years. We believe our attitude is quite correct, as rent rates are acceptable». Moreover, according to experts, the tendency for these rates to decrease can be observed.
«Now we are developing dynamically however, it is hard to plan for 5-6 years perspective how many units we will need, –D. Yermolenko clarifies. – We would like to be more flexible». At present the company operates the park of 150 refcontainers and has 12 refcontainers couplings. However, to organize the work of one line operation between Moscow and Vladivostok we need 8 couplings and 96 containers. Considering the company’s development plan we are to increase this number up to 15 units. In future it will go up to 25 units. Everything will depend on the commercial situation on the refcontainer transportation market, the cost of refsections and thermos-cars and tariffs», – D. Yermolenko believes.
Now it is quite clear that the refcontainer component in the tariff is so insignificant that there is no sense to invest into new rolling stock. In particular, this is why «Thermos-Container», having operated on this market for long time, does not position itself as refcontainers and couplings owner and functions as Dalreftrans agent in Moscow (providing cargo base and terminal handling), and, starting from last summer, after Dalreftrans launched its office in Moscow, as Aurora company’s agent.
The number of 20ft refcontainers in the parks of the Russian companies is significantly smaller. This is explained by the high prime cost of this unit during transportation (for example, the cost of motor transport delivery for 40ft and 20ft containers is similar, though the latter transports half as big a volume of goods).
However, according to experts, the demand for 20ft containers will grow soon. Quite possibly, the proportions of these units in refparks of the Russian rolling stock owners will change.
Generally, the market prefers two world refcontainers manufacturers – Thermo King Corp. and Carrier Transicold.
No terminals – no logistics
One more problem of the sector should be mentioned: in Russia there are very few specialized terminals destined for refcontainers handling.
One of the best specialized container terminals in Russia belongs to Dalreftrans; its construction is to be completed by next May.
Stations run by ОАО RZD and TransContainer do not provide refcontainers switch. In Saint-Petersburg some private terminals equipped by plugs for refcontainers are developing (Shushary, Predportovy, First Container Terminal), though Moscow has no such terminals at all.
Only two railway stations in Moscow are properly equipped: Moscow – Tovarnaya – Paveletskaya and Kuntsevo-2 (both were equipped by Thermos-Container during the process of container transportation development for Dalreftrans). Moreover, now refcontainers are handled at Podmoskovnaya and Butyrskaya railway stations (Dalreftrans).
Agency Reftransportation handle their containers at Silikatnaya station of the? Podolsky industrial railway transport complex (private terminal). Aurora company handles their refs at Khovrino station.
There are private terminals which have plugs but not enough place for unloading and deposit, which makes the quality handling of ref coupling impossible. For example, Yugo-Vostochny (South-Eastern) Terminal operates about 50 plugs, but can provide unloading area for 3 cars only. In Podmoskovnaya refdepot (controlled by ОАО RZD) OAO Refservice built a modern container site. It is capable of unloading about 60 of 40ft containers simultaneously. «Being on the first stage of refcontainers use, we perform as forwarders operating these capacities for cargo dispatch by refsections, – Nikolai Averkov says, though it is not our core business».
This is not enough. «We focus mainly on private terminals or handling parks equipped with respective technique, – D. Yermolenko says, and these terminals have problems concluding agreements with OAO RZD on container handling. Moreover, when a new terminal is to be launched, the first problem to solve is to fill it with universal containers, which provide the major volume, and only afterwards one can think of refcontainers».
In the opinion of D. Yermolenko, a more tolerant approach of OAO RZD to this problem can become a serious stimulus to attract private investment into the terminal development (specialized terminals included). «This can result in strengthening the Russian terminal infrastructure that would be formed without any state investment, – he believes. – Unfortunately, no positive tendencies are observed in this area».
A. Kirillova shares this opinion. «Further development of railway container terminals needs attractive conditions for investors, for example, setting privileged tariffs for cargo transportation by private rolling stock, – she says. – At the same time, equal access to infrastructure and container equipment servicing should be provided».
Quite probably, this support will come soon. OAO Refservice plans to develop adjacent markets with the use of new technologies (including cargo transportation in refsections). To achieve this goal the company has developed an investment programme for 2007-2009 which envisages the purchase of 30 of 12-platforms container couplings. «Now we are studying our colleagues’ experience and clarify the pricing on these services, – N. Averkov says. – Containerization of perishable goods transportation will demand heavy investments, thus, we should evaluate «pros» and «contras». I do not exclude that in future we will launch an affiliate on refcontainer operation».
Of course, to develop refcontainer transportation, whose potential is great in Russia, a complex state approach is required. Private operators, OAO Refservice and OAO TransContainer being the key-players of the sector, should perform in alliance to protect the market from powerful foreign container companies. Now it is clear this business in Russia is formed on the basis of people’s enthusiasm, as they believe their attitude can turn it to a more adequate business model.
Our reference
Basic routes for refcontainer transportation in Russia
Dalreftrans operates on the routes Vladivostok–Moscow–Vladivostok, Vladivostok–Novosibirsk–Vladivostok and Vladivostok–Saint-Petersburg–Vladivostok. It also implements transportation to/from Petropavlovsk-Kamchatsky, Korsakov (Sakhalin), and Magadan via Vladivostok.
Agency Reftransportationhas been developing perishable goods refcontainer transportation between West and East (Moscow–Khabarovsk–Vladivostok and back). Aurora company works on the following routes: Moscow–Khabarovsk, Moscow–Vladivostok, Saint-Petersburg– Novosibirsk, Khabarovsk, Vladivostok, Petropavlovsk-Kamchatsky, Sakhalin and back.
Sungate dispatches refcontainer block-trains from the Baltic ports towards Russia, Kazakhstan, Uzbekistan, Turkmenistan etc.
Trans Siberian Express Service company also develops refcontainer block-trains transportation from the CIS, Baltic and the EU ports to Central Asia.
Viewpoint
Dmitry Yermolenko, Agency Reftransportation, Commercial Director:
– Refcontainer transportation volume grows year by year. This can be explained by the fact that the container conquers the market of the isothermal car. Under similar price conditions, it gives more advantages. They are the opportunity to transport cargo in smaller volumes, absence of extra loading procedures, high technology use etc. Clients often prefer to send cargo in small volumes, as they do not want to keep extra foodstuff in their stock.
Last year the refcontainer transportation volume made by our company grew approximately by 20%. However, our work can not show the results typical of the market: we are carrying out a fundamental policy of changing isothermal cars for refcontainers and, thus, re-build our customers’ psychology and get the chance to utilize old cars whose share is still significant.
The process of perishable goods containerization in Russia is developing in a zigzag way. For example, a rise can be caused by the rapid growth of demand, introduction of new line etc. Despite this specific form of development, in our opinion, this growth can be called quite significant. However, we can discuss serious containerization of cargo flow only in the context of a well-functioning line. As practice shows, not every effort to containerize cargo flow is a success.
Nikolai Averkov, OAO Refservice CEO:
– The technology of refcontainer transportation is over prospective. Its basic advantage is offering the market a complex service: door-to-door cargo delivery. However, the technology itself has certain aspects which can play a negative role.
Nowadays refcontainers with an autonomous energy source can be used only on specific local routes. To introduce it on a wider scale, we need a developed net of container terminals equipped with plugs. These container sites should be located in the areas accessible to motor transport. Refcontainer transportation can not substitute for classical railway transportation of perishable goods. One should take into account the plans of big market players, who are to construct powerful cold terminals of hundreds thousand tons capacity. They will be located in key locations in Russia.
Refcontainers will transport production for short arms and big volumes will be transported by refsections. Today we are to pay special attention to rolling stock renewal. The problem of manufacturing a new car lies in the fact that all production capacities where isothermal rolling stock was manufactured in the Soviet era are lost. Actually, it should be launched anew, which demands heavy investment. By now we have completed negotiations with the factory in Dessau, where thermos-cars for the USSR were produced before and we have developed a technical order for production of isothermal rolling stock of new generation.
Victor Padurya, Dalreftrans CEO:
– Refcontainer companies experience proves the growth of demand for container transportation. Its annual growth of on railway makes about 20%.
Moreover, manufacturing of specialized refrolling stock, ref cars and thermos-cars has stopped. Thus, in 10-12 years an overall replacement of ref cars transportation by container transportation will occur.
Among the prerequisites of refcontainer service development is the demand for intermodal transportation in the North regions, Siberia, the Far East and the European part of the RF, as well as trade development.
Providing services on perishable goods transportation by refcontainers, we should follow the basic container transportation guideline, i.e. high quality of cargo transportation that guarantees the safety of transported cargo.
To organize quality transportation of perishable goods, we need modern equipment corresponding to international standards. At the same time, we should emphasize the fact that Dalreftrans company follows the international experience, where the maintenance term of a refcontainer does not exceed 10 years, which is closely connected with the reliability of refplants and thermo-insulating container qualities
Companies using container equipment acquired from a foreign market on lease terms risk to lose their clients due to improper technological state of their equipment.
The development of new directions for perishable goods railway transportation is limited by the lack of specialized terminals that could provide refcontainer handling at stations and serviceing centers for refcontainer equipment.
Stanislav Stankevich, Thermos – Container, CEO:
– Despite all the obvious prospects of refcontainer transportation technologies, their use in our country is reasoned by this market participants’ altruism. Probably, in future we will come to this market as an operator, if acting tariffs are re-considered and the Regulations on perishable goods transportation are improved. When it happens, companies will have to invest into refcontainers, but now this is a very risky business.
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[DETAIL_TEXT] => One always has to eat
No one doubts the cargo base for refcontainer transportation exists. Moreover, in the near future the demand for perishable goods transportation (PG) promises to rise. The RF Ministry of Economic Development and Trade foresees a doubling of import volumes of foodstuff by 2009. The forecast is based on the significant gap between the domestic demand for food and the low rate of foodstuff production growth in the country. Thus, in case of the forecasted growth of population’s income by 48% by 2009, the growth of agricultural sector production will make only 12% under favourable conditions, and import will double. «Actually, we don’t have import replacement of foodstuff the import share will grow by 2009, – Andrey Klepach, Director of Department of macroeconomic forecasting of the RF Ministry of Economic Development and Trade, comments, – the growth of population’s income leads to the anticipatory demand for high-quality goods and domestic manufacturing can not fully satisfy this demand».
Russian importers of fruit and vegetables also forecast a growth of their production in Russia. Thus, according to the forecasts of Sunway Group, fruit and vegetables consumption in Russia will grow by 15–18% annually. The world agricultural importers haven’t come to the Russian market at their full capacities, but the three key-companies of the Russian fruit and vegetables import market (Sunway Group, JFC and Sorus) predict a serious competition with Dole, Del Monte, and Chiquita.
It is no secret that fresh and frozen vegetables and fruit, as well as frozen food, being the cargo of special temperature conditions, are recommended for transportation by specialized rolling stock.
Considering the significant demand for foodstuff dispatches of 5-20 tons and the natural growth of such dispatches, prospects of refcontainer transportation look optimistic. These relatively new for the Russian market technologies are attractive due to the fact that the present-day park of isothermal cars is worn-out, their average age exceeds 20 years, whereas the normative life cycle of such a car amounts to 25 years (new cars are not manufactured now). Moreover, refcontainer is a part of intermodal transportation technology, when the cargo (perishable goods included) is delivered door-to door, which decreases the number of goods reloading to two operations (loading-unloading procedures), and thus it significantly increases quality and minimizes the risk of cargo defrosting.
All advantages of transportation by refcontainers are obvious regarding the stable growth of transit transportation of perishable goods (according to OAO RZD data, on the route Asian-Pacific countries – Western Europe this volume exceeds 10 mln tons). Refcontainer transportation technology allows to cut the expenditures on cargo handling in the ports, their loss and damage and decrease the delivery term. These facts can assist in perishable goods transit attraction to the Russian railway net.
Nevertheless, no matter how potential refcontainer transportation is, it is not developed properly in Russia; the same situation is typical of all types of specialized container transportation though.
Who is first to offer complex service?
According to ОАО Refservice, about half of the cargo delivered to the Russian ports (over 2 mln tons) is transported by containers and carried by trucks further on, while another half is taken from refcontainers to rail refrigerator cars and thermos railway cars.
At present, perishable goods are transported not only from Saint-Petersburg, Novorossiysk, Baltic
ports and Finland to Moscow region, but also to long distances of over 3000 km – to Novosibirsk, Krasnoyarsk and even Irkutsk.
In the opinion of Nikolai Averkov, OAO Refservice CEO, one of the most influential reasons for perishable goods to flow from railway towards other modes of transport, especially to motor transport, has become the change in the weight structure of cargo flows. «This happened due to the lack of correspondence of the present-day refrigerator rolling stock to modern demands, reasoned by the shortening of transported cargo volumes, – he notes. – At the same time, the carrying capacity of four-cars refsection makes 150-200 tons. In this respect, transportation of perishable goods by large-capacity refcontainers (20-25 tons) can become a solution»
Hauliers obtained one more competitive advantage over railways: the present-day rules and technologies of cargo transportation do not totally correspond to the level of market development.
«There are no common net conditions for cargo transportation by refcontainers which would be unified for all market participants. Every company rolling stock owner who operates on this market has to agree on «special terms» of transportation with OAO RZD, – Alevtina Kirillova, Director of Sungate emphasizes. – The process of agreement takes months, the document has to be approved by plenty of OAO RZD departments, and each of them can refuse approval». The client can not and does not wait, thus, cargo goes to hauliers.
«…It is impossible to plan any procedure connected with railway thoroughly beforehand. Now we operate one price, tomorrow it can be another; today I am given a car, tomorrow I do not get any rolling stock… This is why motor transportation is getting competitive all over the country», – Stanislav Stankevich, CEO of Thermos-Container, added.
Of course, trucks can not completely substitute for railways: it is too expensive to transport fish from Vladivostok to Moscow by truck, though it is an advantageous mode of transportation for short-distances. However, during transportation from Baltic and Finnish ports, about a hundred hauliers queue on the border, which makes term of delivery longer and works for railway transportation.
At the same time, the price for this service has remained rather democratic. In the words of D. Yermolenko, despite the fact that tariffs for refcontainer transportation are flexible and depend on cargo class, its type, and declared container size, the prices stay at the same or an even lower level than motor transportation.
Private sector
The share of refcontainer transportation is very small. According to OAO RZD data, in 2005 out of general volume of perishable goods transportation only 175.4 thousand tons (1.5%) were transported by large-capacity refcontainers. The share of domestic transportation made 94.2% (165.3 thn tons), transit – 3.8% (6.7 thn tons), import – 1.2% (2 thn tons), and export – 0.8% (1.4 thn tons). This small but prospective market segment of reftransportation has its own specifics.
Regarding the fact that the basic refcontainer transportation volume is made up from agricultural sector production, which, compared to industrial production, needs a more thorough attitude to delivery, handling and storage, refmarket initially involves a greater number of private companies. On the other hand, the very private business is capable to react to the flexible demand fast.
This niche was packed with private companies who were guided by the «nature abhors the vacuum» principle. The arrival on the market of OAO Refservice, earlier an OAO RZD department, then OAO RZD affiliate, who is a strong player specializing in perishable goods transportation, made them turn to an alternative transportation mode, i.e. refcontainers.
A private company’s advantage lies in the fact that it has a flexible attitude to transportation tariff formation. Companies’ tariffs can fluctuate depending on the season season, which is a factor of great importance for perishable goods transportation. «In this sector competition is formed not between those who transport production by refcontainers, but between those who operate both refcontainers and refcars, although the prime cost of both types of transportation is similar», S.Stankevich clarifies.
This sector shows a stable business development and impressive dynamics of container flows.
Thus, for example, in 2006 Agency Reftransportation OJSC transportation volume grew by 20%.
The results of container flow dynamics achieved by Dalreftrans JSC also prove the tendency for volumes growth in the sea and railway sectors by 20%. At the same time, in the words of Victor Padurya, CEO of the company, the growth of railway refcontainer flow is closely connected with the need for investment projects development in order to purchase specialized rolling stock and container equipment.
Obviously, the market is developing. At present, all Russian key-players operate in equal company conditions regarding containers number, number of couplings etc. Thus, Aurora possesses 8 couplings and 160 refcontainers, Agency Reftransportation – 12 couplings and 150 containers, Dalreftrans – 11 couplings and 1 273 containers, Trans Siberian Express Service – 20 and 40 respectively.
Each key-player has its competitive advantages and weak points. Among the major advantages of Dalreftrans is its new container park (40ft containers produced in 2004-2006, 20ft manufactured in 1999-2000). Also, the company operates refcontainer couplings and a terminal in Vladivostok.
Moreover, it is quite logical to assume that, being an affiliate of «Far Eastern Shipping Company», they have discounts for sea transportation. However, the company does not confirm this fact. Thus, Victor Padurya, CEO of Dalreftrans, says: «Far Eastern Shipping Company» sets equal terms and does not provide us with privileged tariffs. Thus, all acting companies-operators of container equipment are in equal competition conditions during container transportation by sea. The lack of our own container terminal in the Western part of the country has a negative impact on the company’s transportation economy and creates a risk of unplanned expenditures regarding technological servicing and repair of specialized container equipment. As the technical equipment is not modernand corresponds to the standards of 1960-80-ies, there is an opportunity to attract commercial organizations to implement work on the proper level», V. Padurya states.
Among the major disadvantages of other market players is the lack of privileged access to the sea (in the Far East region they all have to work with their immediate competitor Dalreftrans).
Agency Reftransportation also develops quite dynamically. The company operates their own refcontainer terminal in Vladivostok (Ugolnaya station), which is the biggest «dry» (domestic) one among the specialized terminals of the region. Moreover, the company has its own terminal in Saint-Petersburg. However, the company rents couplings, which is, in experts’ opinion, rather expensive.
Aurora company also operates its terminal in Saint-Petersburg, though the basic disadvantage of the company is the lack of a «safety net», which Dalreftrans possesses in the way of high cost of assets and Agency Reftransportation in the way of own cargo basis (the company was launched in 1997 on the basis of a wholesale fish company). They feel at home in Saint-Petersburg, since this is still the heart of perishable goods cargo flow formation in the country; however, they do not have equipped terminals to service containers in Moscow and Vladivostok.
Along certain routes and for cargo base
All private companies were launched to service certain transportation routes that envisaged lack of empty run and an opportunity of back load. Practically 100% of refcontainer cargo is transported along the routes with full or partial back load which should not be lower than 80%.
All the companies operating refcontainer transportation work on Vladivostok – Moscow – Vladivostok route. «We started with the dispatch of one coupling twice a week, D. Yermolenko says, – at present we dispatch about one and half or two couplings per week».
Dalreftrans and Aurora operate in Vladivostok–Saint-Petersburg –Vladivostok route. Agency Reftransportation also planned to develop Moscow – Saint-Petersburg – Vladivostok route with further refcontainers handling in the ports of the Far East (Petropavlovsk Kamchatsky, Sakhalin, Magadan). «We haven’t managed to develop this project yet due to lack of rolling stock. To implement this in future, our company is expanding our park and purchasing equipment now», D.Yermolenko clarifies.
It should be said that all three leading companies plan to develop Vladivostok – Novosibirsk, Novosibirsk – Vladivostok route. There is a cargo base, though not very large. Also, one more prospective direction of transportation is from Moscow and Saint-Petersburg to Novosibirsk and further on to the ports of the Far East. «From Novosibirsk our refcontainers are not fully loaded on the back run, the structure of loading works so that empty run here is inevitable», D.Yermolenko says.
Trans Siberian Express Service company attempted to transport refcontainers along the route Moscow–Vladivostok and Vladivostok–Moscow. However, at present the company stopped domestic transportation, having concluded it is inefficient and now transports goods from the Baltic countries to Central Asia on transit terms via Russia. Sungate (quite probably according to the same reasons) does not operate on the domestic refcontainer transportation market either.
«In future we plan to develop multimodal transportation of import goods from China and Korea to Moscow and also import goods destined for Central Russia from the Baltic ports via Saint-Petersburg, - D. Yermolenko says, - It was a prospective step for us, but we faced tough competition». Major competitors on these routes are shipping lines who operate from the ports of China to European ports. They offer very low rates that are reasoned by large capacities of vessels, so they give privileged terms for refcontainer transportation and through consignment. Despite the fact that the ultimate cost includes not only ocean service but also transshipment in one of the European hubs (Hamburg, Antwerp, Rotterdam), as well as stevedoring service in the port of Saint-Petersburg, they manage to keep quite competitive rates.
«Our rate would look more competitive if it wasn’t for one problem: within the Far East basin there is no direct transportation between China and Russia with acceptable prices. The route lies via Korea, - he clarifies, - for example, transportation of one 40ft refcontainer between the ports of Shanghai and Nakhodka costs the same as the one from Shanghai to Saint-Petersburg». In future Agency Reftransportation plans to launch the line of 200-300 TEU in this direction. The project was postponed due to the fact that the company is still quite inexperienced in sea transportation.
Speaking of railway vents in the Far East, it should be said that there are too many administrative difficulties in the region, including the fact that refcontainers are not transported within China: because of the lack of specialized rolling stock only haulage transportation is possible. Moreover, the Russian border railway terminals are not ready to handle this type of rolling stock, which «cuts» the line. That is the reason why the present-day cargo flow, instead of multimodal transportation by refcontainers, neighbors with port handling, but basic import volume from the Far East to Russia follows via the port of Saint-Petersburg.
In the opinion of market participants, business on acting directions to Moscow is negatively influenced by the limited nature of single cargo nomenclature (since fish delivery is seasonal). «Load regularity could be supported, if certain steps were taken by the state. For example, meat production volume could significantly assist in situation improvement, – D. Yermolenko believes. – However, today Chinese meat import to Russia is banned, which is reasoned by the acting sanitary norms and, at the same time, it is no secret that Chinese pork is the cheapest on the world market and would be of great demand in Russia».
Speaking of Chinese fruits transportation, Russian Agricultural Inspection often prevents their import as well. Thus, fruits also go by sea.
In general, railway looks quite prospective on this route; however, there are certain difficulties connected with tariff regulation and with the lack of trust shown by foreign importers to railway transport of Russia.
The further we go …
The fact that the parks of refcontainers and railway platforms are worn-out and the dynamics of their renewal is slow creates a crucial problem for this transportation sector participants, since it causes frequent cases of cargo damage. The sector badly needs heavy investment.
It is known that the dynamics for world prices on specialized refcontainers has remained stable during the last 5-6 years. On terms of purchase of 20ft refcontainer from a factory, the unit costs about USD 15.5 thousand; 40ft high-cube typically used for transportation is about USD 19 thousand. New container delivery to Russia costs USD 1 thousand additionally. However, new containers are usually ordered by shipping companies; other players acquire second-hand units which are cheaper. According to ОАО Refservice, the prices range for refcontainers in Russia nowadays makes 3500-6700 Euros, VAT included.
That is why nobody but Dalreftrans can afford new refcontainers purchase. According to the company’s data, in 2006 they had 299 units of 20ft refs; this year they plan to expand their park up to 877 units. The company operates 410 of 40ft refs and in 2007 their number will reach 450 units. Moreover, Dalreftrans owns 11 diesel cars and 184 fitting platforms.
Other market players have to use containers brought from abroad or rent rolling stock from lease companies.
The most part of Agency Reftransportation park is made up from absolutely new platforms and containers. Diesel cars are relatively new as well (1989-1990). «In transportation we basically use leased park which is given by foreign companies or their Russian offices, – D. Yermolenko says, – We do not purchase our own containers, since we believe that operating a private container park is a single business different from transportation. The period of container payback is about 5-6 years. We believe our attitude is quite correct, as rent rates are acceptable». Moreover, according to experts, the tendency for these rates to decrease can be observed.
«Now we are developing dynamically however, it is hard to plan for 5-6 years perspective how many units we will need, –D. Yermolenko clarifies. – We would like to be more flexible». At present the company operates the park of 150 refcontainers and has 12 refcontainers couplings. However, to organize the work of one line operation between Moscow and Vladivostok we need 8 couplings and 96 containers. Considering the company’s development plan we are to increase this number up to 15 units. In future it will go up to 25 units. Everything will depend on the commercial situation on the refcontainer transportation market, the cost of refsections and thermos-cars and tariffs», – D. Yermolenko believes.
Now it is quite clear that the refcontainer component in the tariff is so insignificant that there is no sense to invest into new rolling stock. In particular, this is why «Thermos-Container», having operated on this market for long time, does not position itself as refcontainers and couplings owner and functions as Dalreftrans agent in Moscow (providing cargo base and terminal handling), and, starting from last summer, after Dalreftrans launched its office in Moscow, as Aurora company’s agent.
The number of 20ft refcontainers in the parks of the Russian companies is significantly smaller. This is explained by the high prime cost of this unit during transportation (for example, the cost of motor transport delivery for 40ft and 20ft containers is similar, though the latter transports half as big a volume of goods).
However, according to experts, the demand for 20ft containers will grow soon. Quite possibly, the proportions of these units in refparks of the Russian rolling stock owners will change.
Generally, the market prefers two world refcontainers manufacturers – Thermo King Corp. and Carrier Transicold.
No terminals – no logistics
One more problem of the sector should be mentioned: in Russia there are very few specialized terminals destined for refcontainers handling.
One of the best specialized container terminals in Russia belongs to Dalreftrans; its construction is to be completed by next May.
Stations run by ОАО RZD and TransContainer do not provide refcontainers switch. In Saint-Petersburg some private terminals equipped by plugs for refcontainers are developing (Shushary, Predportovy, First Container Terminal), though Moscow has no such terminals at all.
Only two railway stations in Moscow are properly equipped: Moscow – Tovarnaya – Paveletskaya and Kuntsevo-2 (both were equipped by Thermos-Container during the process of container transportation development for Dalreftrans). Moreover, now refcontainers are handled at Podmoskovnaya and Butyrskaya railway stations (Dalreftrans).
Agency Reftransportation handle their containers at Silikatnaya station of the? Podolsky industrial railway transport complex (private terminal). Aurora company handles their refs at Khovrino station.
There are private terminals which have plugs but not enough place for unloading and deposit, which makes the quality handling of ref coupling impossible. For example, Yugo-Vostochny (South-Eastern) Terminal operates about 50 plugs, but can provide unloading area for 3 cars only. In Podmoskovnaya refdepot (controlled by ОАО RZD) OAO Refservice built a modern container site. It is capable of unloading about 60 of 40ft containers simultaneously. «Being on the first stage of refcontainers use, we perform as forwarders operating these capacities for cargo dispatch by refsections, – Nikolai Averkov says, though it is not our core business».
This is not enough. «We focus mainly on private terminals or handling parks equipped with respective technique, – D. Yermolenko says, and these terminals have problems concluding agreements with OAO RZD on container handling. Moreover, when a new terminal is to be launched, the first problem to solve is to fill it with universal containers, which provide the major volume, and only afterwards one can think of refcontainers».
In the opinion of D. Yermolenko, a more tolerant approach of OAO RZD to this problem can become a serious stimulus to attract private investment into the terminal development (specialized terminals included). «This can result in strengthening the Russian terminal infrastructure that would be formed without any state investment, – he believes. – Unfortunately, no positive tendencies are observed in this area».
A. Kirillova shares this opinion. «Further development of railway container terminals needs attractive conditions for investors, for example, setting privileged tariffs for cargo transportation by private rolling stock, – she says. – At the same time, equal access to infrastructure and container equipment servicing should be provided».
Quite probably, this support will come soon. OAO Refservice plans to develop adjacent markets with the use of new technologies (including cargo transportation in refsections). To achieve this goal the company has developed an investment programme for 2007-2009 which envisages the purchase of 30 of 12-platforms container couplings. «Now we are studying our colleagues’ experience and clarify the pricing on these services, – N. Averkov says. – Containerization of perishable goods transportation will demand heavy investments, thus, we should evaluate «pros» and «contras». I do not exclude that in future we will launch an affiliate on refcontainer operation».
Of course, to develop refcontainer transportation, whose potential is great in Russia, a complex state approach is required. Private operators, OAO Refservice and OAO TransContainer being the key-players of the sector, should perform in alliance to protect the market from powerful foreign container companies. Now it is clear this business in Russia is formed on the basis of people’s enthusiasm, as they believe their attitude can turn it to a more adequate business model.
Our reference
Basic routes for refcontainer transportation in Russia
Dalreftrans operates on the routes Vladivostok–Moscow–Vladivostok, Vladivostok–Novosibirsk–Vladivostok and Vladivostok–Saint-Petersburg–Vladivostok. It also implements transportation to/from Petropavlovsk-Kamchatsky, Korsakov (Sakhalin), and Magadan via Vladivostok.
Agency Reftransportationhas been developing perishable goods refcontainer transportation between West and East (Moscow–Khabarovsk–Vladivostok and back). Aurora company works on the following routes: Moscow–Khabarovsk, Moscow–Vladivostok, Saint-Petersburg– Novosibirsk, Khabarovsk, Vladivostok, Petropavlovsk-Kamchatsky, Sakhalin and back.
Sungate dispatches refcontainer block-trains from the Baltic ports towards Russia, Kazakhstan, Uzbekistan, Turkmenistan etc.
Trans Siberian Express Service company also develops refcontainer block-trains transportation from the CIS, Baltic and the EU ports to Central Asia.
Viewpoint
Dmitry Yermolenko, Agency Reftransportation, Commercial Director:
– Refcontainer transportation volume grows year by year. This can be explained by the fact that the container conquers the market of the isothermal car. Under similar price conditions, it gives more advantages. They are the opportunity to transport cargo in smaller volumes, absence of extra loading procedures, high technology use etc. Clients often prefer to send cargo in small volumes, as they do not want to keep extra foodstuff in their stock.
Last year the refcontainer transportation volume made by our company grew approximately by 20%. However, our work can not show the results typical of the market: we are carrying out a fundamental policy of changing isothermal cars for refcontainers and, thus, re-build our customers’ psychology and get the chance to utilize old cars whose share is still significant.
The process of perishable goods containerization in Russia is developing in a zigzag way. For example, a rise can be caused by the rapid growth of demand, introduction of new line etc. Despite this specific form of development, in our opinion, this growth can be called quite significant. However, we can discuss serious containerization of cargo flow only in the context of a well-functioning line. As practice shows, not every effort to containerize cargo flow is a success.
Nikolai Averkov, OAO Refservice CEO:
– The technology of refcontainer transportation is over prospective. Its basic advantage is offering the market a complex service: door-to-door cargo delivery. However, the technology itself has certain aspects which can play a negative role.
Nowadays refcontainers with an autonomous energy source can be used only on specific local routes. To introduce it on a wider scale, we need a developed net of container terminals equipped with plugs. These container sites should be located in the areas accessible to motor transport. Refcontainer transportation can not substitute for classical railway transportation of perishable goods. One should take into account the plans of big market players, who are to construct powerful cold terminals of hundreds thousand tons capacity. They will be located in key locations in Russia.
Refcontainers will transport production for short arms and big volumes will be transported by refsections. Today we are to pay special attention to rolling stock renewal. The problem of manufacturing a new car lies in the fact that all production capacities where isothermal rolling stock was manufactured in the Soviet era are lost. Actually, it should be launched anew, which demands heavy investment. By now we have completed negotiations with the factory in Dessau, where thermos-cars for the USSR were produced before and we have developed a technical order for production of isothermal rolling stock of new generation.
Victor Padurya, Dalreftrans CEO:
– Refcontainer companies experience proves the growth of demand for container transportation. Its annual growth of on railway makes about 20%.
Moreover, manufacturing of specialized refrolling stock, ref cars and thermos-cars has stopped. Thus, in 10-12 years an overall replacement of ref cars transportation by container transportation will occur.
Among the prerequisites of refcontainer service development is the demand for intermodal transportation in the North regions, Siberia, the Far East and the European part of the RF, as well as trade development.
Providing services on perishable goods transportation by refcontainers, we should follow the basic container transportation guideline, i.e. high quality of cargo transportation that guarantees the safety of transported cargo.
To organize quality transportation of perishable goods, we need modern equipment corresponding to international standards. At the same time, we should emphasize the fact that Dalreftrans company follows the international experience, where the maintenance term of a refcontainer does not exceed 10 years, which is closely connected with the reliability of refplants and thermo-insulating container qualities
Companies using container equipment acquired from a foreign market on lease terms risk to lose their clients due to improper technological state of their equipment.
The development of new directions for perishable goods railway transportation is limited by the lack of specialized terminals that could provide refcontainer handling at stations and serviceing centers for refcontainer equipment.
Stanislav Stankevich, Thermos – Container, CEO:
– Despite all the obvious prospects of refcontainer transportation technologies, their use in our country is reasoned by this market participants’ altruism. Probably, in future we will come to this market as an operator, if acting tariffs are re-considered and the Regulations on perishable goods transportation are improved. When it happens, companies will have to invest into refcontainers, but now this is a very risky business.
[~DETAIL_TEXT] => One always has to eat
No one doubts the cargo base for refcontainer transportation exists. Moreover, in the near future the demand for perishable goods transportation (PG) promises to rise. The RF Ministry of Economic Development and Trade foresees a doubling of import volumes of foodstuff by 2009. The forecast is based on the significant gap between the domestic demand for food and the low rate of foodstuff production growth in the country. Thus, in case of the forecasted growth of population’s income by 48% by 2009, the growth of agricultural sector production will make only 12% under favourable conditions, and import will double. «Actually, we don’t have import replacement of foodstuff the import share will grow by 2009, – Andrey Klepach, Director of Department of macroeconomic forecasting of the RF Ministry of Economic Development and Trade, comments, – the growth of population’s income leads to the anticipatory demand for high-quality goods and domestic manufacturing can not fully satisfy this demand».
Russian importers of fruit and vegetables also forecast a growth of their production in Russia. Thus, according to the forecasts of Sunway Group, fruit and vegetables consumption in Russia will grow by 15–18% annually. The world agricultural importers haven’t come to the Russian market at their full capacities, but the three key-companies of the Russian fruit and vegetables import market (Sunway Group, JFC and Sorus) predict a serious competition with Dole, Del Monte, and Chiquita.
It is no secret that fresh and frozen vegetables and fruit, as well as frozen food, being the cargo of special temperature conditions, are recommended for transportation by specialized rolling stock.
Considering the significant demand for foodstuff dispatches of 5-20 tons and the natural growth of such dispatches, prospects of refcontainer transportation look optimistic. These relatively new for the Russian market technologies are attractive due to the fact that the present-day park of isothermal cars is worn-out, their average age exceeds 20 years, whereas the normative life cycle of such a car amounts to 25 years (new cars are not manufactured now). Moreover, refcontainer is a part of intermodal transportation technology, when the cargo (perishable goods included) is delivered door-to door, which decreases the number of goods reloading to two operations (loading-unloading procedures), and thus it significantly increases quality and minimizes the risk of cargo defrosting.
All advantages of transportation by refcontainers are obvious regarding the stable growth of transit transportation of perishable goods (according to OAO RZD data, on the route Asian-Pacific countries – Western Europe this volume exceeds 10 mln tons). Refcontainer transportation technology allows to cut the expenditures on cargo handling in the ports, their loss and damage and decrease the delivery term. These facts can assist in perishable goods transit attraction to the Russian railway net.
Nevertheless, no matter how potential refcontainer transportation is, it is not developed properly in Russia; the same situation is typical of all types of specialized container transportation though.
Who is first to offer complex service?
According to ОАО Refservice, about half of the cargo delivered to the Russian ports (over 2 mln tons) is transported by containers and carried by trucks further on, while another half is taken from refcontainers to rail refrigerator cars and thermos railway cars.
At present, perishable goods are transported not only from Saint-Petersburg, Novorossiysk, Baltic
ports and Finland to Moscow region, but also to long distances of over 3000 km – to Novosibirsk, Krasnoyarsk and even Irkutsk.
In the opinion of Nikolai Averkov, OAO Refservice CEO, one of the most influential reasons for perishable goods to flow from railway towards other modes of transport, especially to motor transport, has become the change in the weight structure of cargo flows. «This happened due to the lack of correspondence of the present-day refrigerator rolling stock to modern demands, reasoned by the shortening of transported cargo volumes, – he notes. – At the same time, the carrying capacity of four-cars refsection makes 150-200 tons. In this respect, transportation of perishable goods by large-capacity refcontainers (20-25 tons) can become a solution»
Hauliers obtained one more competitive advantage over railways: the present-day rules and technologies of cargo transportation do not totally correspond to the level of market development.
«There are no common net conditions for cargo transportation by refcontainers which would be unified for all market participants. Every company rolling stock owner who operates on this market has to agree on «special terms» of transportation with OAO RZD, – Alevtina Kirillova, Director of Sungate emphasizes. – The process of agreement takes months, the document has to be approved by plenty of OAO RZD departments, and each of them can refuse approval». The client can not and does not wait, thus, cargo goes to hauliers.
«…It is impossible to plan any procedure connected with railway thoroughly beforehand. Now we operate one price, tomorrow it can be another; today I am given a car, tomorrow I do not get any rolling stock… This is why motor transportation is getting competitive all over the country», – Stanislav Stankevich, CEO of Thermos-Container, added.
Of course, trucks can not completely substitute for railways: it is too expensive to transport fish from Vladivostok to Moscow by truck, though it is an advantageous mode of transportation for short-distances. However, during transportation from Baltic and Finnish ports, about a hundred hauliers queue on the border, which makes term of delivery longer and works for railway transportation.
At the same time, the price for this service has remained rather democratic. In the words of D. Yermolenko, despite the fact that tariffs for refcontainer transportation are flexible and depend on cargo class, its type, and declared container size, the prices stay at the same or an even lower level than motor transportation.
Private sector
The share of refcontainer transportation is very small. According to OAO RZD data, in 2005 out of general volume of perishable goods transportation only 175.4 thousand tons (1.5%) were transported by large-capacity refcontainers. The share of domestic transportation made 94.2% (165.3 thn tons), transit – 3.8% (6.7 thn tons), import – 1.2% (2 thn tons), and export – 0.8% (1.4 thn tons). This small but prospective market segment of reftransportation has its own specifics.
Regarding the fact that the basic refcontainer transportation volume is made up from agricultural sector production, which, compared to industrial production, needs a more thorough attitude to delivery, handling and storage, refmarket initially involves a greater number of private companies. On the other hand, the very private business is capable to react to the flexible demand fast.
This niche was packed with private companies who were guided by the «nature abhors the vacuum» principle. The arrival on the market of OAO Refservice, earlier an OAO RZD department, then OAO RZD affiliate, who is a strong player specializing in perishable goods transportation, made them turn to an alternative transportation mode, i.e. refcontainers.
A private company’s advantage lies in the fact that it has a flexible attitude to transportation tariff formation. Companies’ tariffs can fluctuate depending on the season season, which is a factor of great importance for perishable goods transportation. «In this sector competition is formed not between those who transport production by refcontainers, but between those who operate both refcontainers and refcars, although the prime cost of both types of transportation is similar», S.Stankevich clarifies.
This sector shows a stable business development and impressive dynamics of container flows.
Thus, for example, in 2006 Agency Reftransportation OJSC transportation volume grew by 20%.
The results of container flow dynamics achieved by Dalreftrans JSC also prove the tendency for volumes growth in the sea and railway sectors by 20%. At the same time, in the words of Victor Padurya, CEO of the company, the growth of railway refcontainer flow is closely connected with the need for investment projects development in order to purchase specialized rolling stock and container equipment.
Obviously, the market is developing. At present, all Russian key-players operate in equal company conditions regarding containers number, number of couplings etc. Thus, Aurora possesses 8 couplings and 160 refcontainers, Agency Reftransportation – 12 couplings and 150 containers, Dalreftrans – 11 couplings and 1 273 containers, Trans Siberian Express Service – 20 and 40 respectively.
Each key-player has its competitive advantages and weak points. Among the major advantages of Dalreftrans is its new container park (40ft containers produced in 2004-2006, 20ft manufactured in 1999-2000). Also, the company operates refcontainer couplings and a terminal in Vladivostok.
Moreover, it is quite logical to assume that, being an affiliate of «Far Eastern Shipping Company», they have discounts for sea transportation. However, the company does not confirm this fact. Thus, Victor Padurya, CEO of Dalreftrans, says: «Far Eastern Shipping Company» sets equal terms and does not provide us with privileged tariffs. Thus, all acting companies-operators of container equipment are in equal competition conditions during container transportation by sea. The lack of our own container terminal in the Western part of the country has a negative impact on the company’s transportation economy and creates a risk of unplanned expenditures regarding technological servicing and repair of specialized container equipment. As the technical equipment is not modernand corresponds to the standards of 1960-80-ies, there is an opportunity to attract commercial organizations to implement work on the proper level», V. Padurya states.
Among the major disadvantages of other market players is the lack of privileged access to the sea (in the Far East region they all have to work with their immediate competitor Dalreftrans).
Agency Reftransportation also develops quite dynamically. The company operates their own refcontainer terminal in Vladivostok (Ugolnaya station), which is the biggest «dry» (domestic) one among the specialized terminals of the region. Moreover, the company has its own terminal in Saint-Petersburg. However, the company rents couplings, which is, in experts’ opinion, rather expensive.
Aurora company also operates its terminal in Saint-Petersburg, though the basic disadvantage of the company is the lack of a «safety net», which Dalreftrans possesses in the way of high cost of assets and Agency Reftransportation in the way of own cargo basis (the company was launched in 1997 on the basis of a wholesale fish company). They feel at home in Saint-Petersburg, since this is still the heart of perishable goods cargo flow formation in the country; however, they do not have equipped terminals to service containers in Moscow and Vladivostok.
Along certain routes and for cargo base
All private companies were launched to service certain transportation routes that envisaged lack of empty run and an opportunity of back load. Practically 100% of refcontainer cargo is transported along the routes with full or partial back load which should not be lower than 80%.
All the companies operating refcontainer transportation work on Vladivostok – Moscow – Vladivostok route. «We started with the dispatch of one coupling twice a week, D. Yermolenko says, – at present we dispatch about one and half or two couplings per week».
Dalreftrans and Aurora operate in Vladivostok–Saint-Petersburg –Vladivostok route. Agency Reftransportation also planned to develop Moscow – Saint-Petersburg – Vladivostok route with further refcontainers handling in the ports of the Far East (Petropavlovsk Kamchatsky, Sakhalin, Magadan). «We haven’t managed to develop this project yet due to lack of rolling stock. To implement this in future, our company is expanding our park and purchasing equipment now», D.Yermolenko clarifies.
It should be said that all three leading companies plan to develop Vladivostok – Novosibirsk, Novosibirsk – Vladivostok route. There is a cargo base, though not very large. Also, one more prospective direction of transportation is from Moscow and Saint-Petersburg to Novosibirsk and further on to the ports of the Far East. «From Novosibirsk our refcontainers are not fully loaded on the back run, the structure of loading works so that empty run here is inevitable», D.Yermolenko says.
Trans Siberian Express Service company attempted to transport refcontainers along the route Moscow–Vladivostok and Vladivostok–Moscow. However, at present the company stopped domestic transportation, having concluded it is inefficient and now transports goods from the Baltic countries to Central Asia on transit terms via Russia. Sungate (quite probably according to the same reasons) does not operate on the domestic refcontainer transportation market either.
«In future we plan to develop multimodal transportation of import goods from China and Korea to Moscow and also import goods destined for Central Russia from the Baltic ports via Saint-Petersburg, - D. Yermolenko says, - It was a prospective step for us, but we faced tough competition». Major competitors on these routes are shipping lines who operate from the ports of China to European ports. They offer very low rates that are reasoned by large capacities of vessels, so they give privileged terms for refcontainer transportation and through consignment. Despite the fact that the ultimate cost includes not only ocean service but also transshipment in one of the European hubs (Hamburg, Antwerp, Rotterdam), as well as stevedoring service in the port of Saint-Petersburg, they manage to keep quite competitive rates.
«Our rate would look more competitive if it wasn’t for one problem: within the Far East basin there is no direct transportation between China and Russia with acceptable prices. The route lies via Korea, - he clarifies, - for example, transportation of one 40ft refcontainer between the ports of Shanghai and Nakhodka costs the same as the one from Shanghai to Saint-Petersburg». In future Agency Reftransportation plans to launch the line of 200-300 TEU in this direction. The project was postponed due to the fact that the company is still quite inexperienced in sea transportation.
Speaking of railway vents in the Far East, it should be said that there are too many administrative difficulties in the region, including the fact that refcontainers are not transported within China: because of the lack of specialized rolling stock only haulage transportation is possible. Moreover, the Russian border railway terminals are not ready to handle this type of rolling stock, which «cuts» the line. That is the reason why the present-day cargo flow, instead of multimodal transportation by refcontainers, neighbors with port handling, but basic import volume from the Far East to Russia follows via the port of Saint-Petersburg.
In the opinion of market participants, business on acting directions to Moscow is negatively influenced by the limited nature of single cargo nomenclature (since fish delivery is seasonal). «Load regularity could be supported, if certain steps were taken by the state. For example, meat production volume could significantly assist in situation improvement, – D. Yermolenko believes. – However, today Chinese meat import to Russia is banned, which is reasoned by the acting sanitary norms and, at the same time, it is no secret that Chinese pork is the cheapest on the world market and would be of great demand in Russia».
Speaking of Chinese fruits transportation, Russian Agricultural Inspection often prevents their import as well. Thus, fruits also go by sea.
In general, railway looks quite prospective on this route; however, there are certain difficulties connected with tariff regulation and with the lack of trust shown by foreign importers to railway transport of Russia.
The further we go …
The fact that the parks of refcontainers and railway platforms are worn-out and the dynamics of their renewal is slow creates a crucial problem for this transportation sector participants, since it causes frequent cases of cargo damage. The sector badly needs heavy investment.
It is known that the dynamics for world prices on specialized refcontainers has remained stable during the last 5-6 years. On terms of purchase of 20ft refcontainer from a factory, the unit costs about USD 15.5 thousand; 40ft high-cube typically used for transportation is about USD 19 thousand. New container delivery to Russia costs USD 1 thousand additionally. However, new containers are usually ordered by shipping companies; other players acquire second-hand units which are cheaper. According to ОАО Refservice, the prices range for refcontainers in Russia nowadays makes 3500-6700 Euros, VAT included.
That is why nobody but Dalreftrans can afford new refcontainers purchase. According to the company’s data, in 2006 they had 299 units of 20ft refs; this year they plan to expand their park up to 877 units. The company operates 410 of 40ft refs and in 2007 their number will reach 450 units. Moreover, Dalreftrans owns 11 diesel cars and 184 fitting platforms.
Other market players have to use containers brought from abroad or rent rolling stock from lease companies.
The most part of Agency Reftransportation park is made up from absolutely new platforms and containers. Diesel cars are relatively new as well (1989-1990). «In transportation we basically use leased park which is given by foreign companies or their Russian offices, – D. Yermolenko says, – We do not purchase our own containers, since we believe that operating a private container park is a single business different from transportation. The period of container payback is about 5-6 years. We believe our attitude is quite correct, as rent rates are acceptable». Moreover, according to experts, the tendency for these rates to decrease can be observed.
«Now we are developing dynamically however, it is hard to plan for 5-6 years perspective how many units we will need, –D. Yermolenko clarifies. – We would like to be more flexible». At present the company operates the park of 150 refcontainers and has 12 refcontainers couplings. However, to organize the work of one line operation between Moscow and Vladivostok we need 8 couplings and 96 containers. Considering the company’s development plan we are to increase this number up to 15 units. In future it will go up to 25 units. Everything will depend on the commercial situation on the refcontainer transportation market, the cost of refsections and thermos-cars and tariffs», – D. Yermolenko believes.
Now it is quite clear that the refcontainer component in the tariff is so insignificant that there is no sense to invest into new rolling stock. In particular, this is why «Thermos-Container», having operated on this market for long time, does not position itself as refcontainers and couplings owner and functions as Dalreftrans agent in Moscow (providing cargo base and terminal handling), and, starting from last summer, after Dalreftrans launched its office in Moscow, as Aurora company’s agent.
The number of 20ft refcontainers in the parks of the Russian companies is significantly smaller. This is explained by the high prime cost of this unit during transportation (for example, the cost of motor transport delivery for 40ft and 20ft containers is similar, though the latter transports half as big a volume of goods).
However, according to experts, the demand for 20ft containers will grow soon. Quite possibly, the proportions of these units in refparks of the Russian rolling stock owners will change.
Generally, the market prefers two world refcontainers manufacturers – Thermo King Corp. and Carrier Transicold.
No terminals – no logistics
One more problem of the sector should be mentioned: in Russia there are very few specialized terminals destined for refcontainers handling.
One of the best specialized container terminals in Russia belongs to Dalreftrans; its construction is to be completed by next May.
Stations run by ОАО RZD and TransContainer do not provide refcontainers switch. In Saint-Petersburg some private terminals equipped by plugs for refcontainers are developing (Shushary, Predportovy, First Container Terminal), though Moscow has no such terminals at all.
Only two railway stations in Moscow are properly equipped: Moscow – Tovarnaya – Paveletskaya and Kuntsevo-2 (both were equipped by Thermos-Container during the process of container transportation development for Dalreftrans). Moreover, now refcontainers are handled at Podmoskovnaya and Butyrskaya railway stations (Dalreftrans).
Agency Reftransportation handle their containers at Silikatnaya station of the? Podolsky industrial railway transport complex (private terminal). Aurora company handles their refs at Khovrino station.
There are private terminals which have plugs but not enough place for unloading and deposit, which makes the quality handling of ref coupling impossible. For example, Yugo-Vostochny (South-Eastern) Terminal operates about 50 plugs, but can provide unloading area for 3 cars only. In Podmoskovnaya refdepot (controlled by ОАО RZD) OAO Refservice built a modern container site. It is capable of unloading about 60 of 40ft containers simultaneously. «Being on the first stage of refcontainers use, we perform as forwarders operating these capacities for cargo dispatch by refsections, – Nikolai Averkov says, though it is not our core business».
This is not enough. «We focus mainly on private terminals or handling parks equipped with respective technique, – D. Yermolenko says, and these terminals have problems concluding agreements with OAO RZD on container handling. Moreover, when a new terminal is to be launched, the first problem to solve is to fill it with universal containers, which provide the major volume, and only afterwards one can think of refcontainers».
In the opinion of D. Yermolenko, a more tolerant approach of OAO RZD to this problem can become a serious stimulus to attract private investment into the terminal development (specialized terminals included). «This can result in strengthening the Russian terminal infrastructure that would be formed without any state investment, – he believes. – Unfortunately, no positive tendencies are observed in this area».
A. Kirillova shares this opinion. «Further development of railway container terminals needs attractive conditions for investors, for example, setting privileged tariffs for cargo transportation by private rolling stock, – she says. – At the same time, equal access to infrastructure and container equipment servicing should be provided».
Quite probably, this support will come soon. OAO Refservice plans to develop adjacent markets with the use of new technologies (including cargo transportation in refsections). To achieve this goal the company has developed an investment programme for 2007-2009 which envisages the purchase of 30 of 12-platforms container couplings. «Now we are studying our colleagues’ experience and clarify the pricing on these services, – N. Averkov says. – Containerization of perishable goods transportation will demand heavy investments, thus, we should evaluate «pros» and «contras». I do not exclude that in future we will launch an affiliate on refcontainer operation».
Of course, to develop refcontainer transportation, whose potential is great in Russia, a complex state approach is required. Private operators, OAO Refservice and OAO TransContainer being the key-players of the sector, should perform in alliance to protect the market from powerful foreign container companies. Now it is clear this business in Russia is formed on the basis of people’s enthusiasm, as they believe their attitude can turn it to a more adequate business model.
Our reference
Basic routes for refcontainer transportation in Russia
Dalreftrans operates on the routes Vladivostok–Moscow–Vladivostok, Vladivostok–Novosibirsk–Vladivostok and Vladivostok–Saint-Petersburg–Vladivostok. It also implements transportation to/from Petropavlovsk-Kamchatsky, Korsakov (Sakhalin), and Magadan via Vladivostok.
Agency Reftransportationhas been developing perishable goods refcontainer transportation between West and East (Moscow–Khabarovsk–Vladivostok and back). Aurora company works on the following routes: Moscow–Khabarovsk, Moscow–Vladivostok, Saint-Petersburg– Novosibirsk, Khabarovsk, Vladivostok, Petropavlovsk-Kamchatsky, Sakhalin and back.
Sungate dispatches refcontainer block-trains from the Baltic ports towards Russia, Kazakhstan, Uzbekistan, Turkmenistan etc.
Trans Siberian Express Service company also develops refcontainer block-trains transportation from the CIS, Baltic and the EU ports to Central Asia.
Viewpoint
Dmitry Yermolenko, Agency Reftransportation, Commercial Director:
– Refcontainer transportation volume grows year by year. This can be explained by the fact that the container conquers the market of the isothermal car. Under similar price conditions, it gives more advantages. They are the opportunity to transport cargo in smaller volumes, absence of extra loading procedures, high technology use etc. Clients often prefer to send cargo in small volumes, as they do not want to keep extra foodstuff in their stock.
Last year the refcontainer transportation volume made by our company grew approximately by 20%. However, our work can not show the results typical of the market: we are carrying out a fundamental policy of changing isothermal cars for refcontainers and, thus, re-build our customers’ psychology and get the chance to utilize old cars whose share is still significant.
The process of perishable goods containerization in Russia is developing in a zigzag way. For example, a rise can be caused by the rapid growth of demand, introduction of new line etc. Despite this specific form of development, in our opinion, this growth can be called quite significant. However, we can discuss serious containerization of cargo flow only in the context of a well-functioning line. As practice shows, not every effort to containerize cargo flow is a success.
Nikolai Averkov, OAO Refservice CEO:
– The technology of refcontainer transportation is over prospective. Its basic advantage is offering the market a complex service: door-to-door cargo delivery. However, the technology itself has certain aspects which can play a negative role.
Nowadays refcontainers with an autonomous energy source can be used only on specific local routes. To introduce it on a wider scale, we need a developed net of container terminals equipped with plugs. These container sites should be located in the areas accessible to motor transport. Refcontainer transportation can not substitute for classical railway transportation of perishable goods. One should take into account the plans of big market players, who are to construct powerful cold terminals of hundreds thousand tons capacity. They will be located in key locations in Russia.
Refcontainers will transport production for short arms and big volumes will be transported by refsections. Today we are to pay special attention to rolling stock renewal. The problem of manufacturing a new car lies in the fact that all production capacities where isothermal rolling stock was manufactured in the Soviet era are lost. Actually, it should be launched anew, which demands heavy investment. By now we have completed negotiations with the factory in Dessau, where thermos-cars for the USSR were produced before and we have developed a technical order for production of isothermal rolling stock of new generation.
Victor Padurya, Dalreftrans CEO:
– Refcontainer companies experience proves the growth of demand for container transportation. Its annual growth of on railway makes about 20%.
Moreover, manufacturing of specialized refrolling stock, ref cars and thermos-cars has stopped. Thus, in 10-12 years an overall replacement of ref cars transportation by container transportation will occur.
Among the prerequisites of refcontainer service development is the demand for intermodal transportation in the North regions, Siberia, the Far East and the European part of the RF, as well as trade development.
Providing services on perishable goods transportation by refcontainers, we should follow the basic container transportation guideline, i.e. high quality of cargo transportation that guarantees the safety of transported cargo.
To organize quality transportation of perishable goods, we need modern equipment corresponding to international standards. At the same time, we should emphasize the fact that Dalreftrans company follows the international experience, where the maintenance term of a refcontainer does not exceed 10 years, which is closely connected with the reliability of refplants and thermo-insulating container qualities
Companies using container equipment acquired from a foreign market on lease terms risk to lose their clients due to improper technological state of their equipment.
The development of new directions for perishable goods railway transportation is limited by the lack of specialized terminals that could provide refcontainer handling at stations and serviceing centers for refcontainer equipment.
Stanislav Stankevich, Thermos – Container, CEO:
– Despite all the obvious prospects of refcontainer transportation technologies, their use in our country is reasoned by this market participants’ altruism. Probably, in future we will come to this market as an operator, if acting tariffs are re-considered and the Regulations on perishable goods transportation are improved. When it happens, companies will have to invest into refcontainers, but now this is a very risky business.
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Nowadays the international market of container transportation is actually closed for most Russian carriers. Experts have emphasized that the only chance for Russia to resist western leaders’ expansion is to launch a big competitive company. At the moment OAO RZD subsidiary TransContainer aspires to take this niche. Pavel Chichagov, Deputy CEO on strategic development, comments on the company’s plans to reach the world market of container transportation.Array
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[DETAIL_TEXT] => – What are the basics for the strategy of your company development?
– First of all, it is closely connected with the projects on reaching the world market. One of strategic goals for TransContainer’s business-plan is to turn into the national container carrier. We must not only be among world container carriers, but we are to be able to compete with them successfully. That is the reason why we have serious plans to integrate into the world market; I would even call them ambitious targets. Within the Russian Federation, we plan to perform as the gates for containerized cargo that will be transported via its territory. This is why we expand our «zones» across the whole of Russia, locating our outposts in places where foreign trade cargo come in and goes out. Mostly, it has to do with ports and border check-points.
Speaking of West and North-West regions, the principal gates for cargo flows is the Commercial Sea Port of Saint-Petersburg. Now we are launching our agency there and also developing technology for containerized train that would be formed in Saint-Petersburg port and destined for Moscow. TransContainer department located at the October railway (North-West region) was given the task to develop technology for the running of this train. Also, we are looking for an agent who would be capable to form cargo container basis to load this train in accordance with our interests.
– As far as we know, the number of agencies, representative offices, and joint ventures launched by TransContainer can lead to believe that the company’s integration into the world system of container transportation has started. In particular, what was the reason to launch the joint venture TransContainer Scandinavia with the Finnish VR Ltd?
– This joint venture aims at attracting cargo flow to the Russian railways, most part of which comes from Western Europe via the Finnish ports and is basically transported by trucks. Also, it is to provide transportation of containerized cargo from Finland to Russia, destined for Moscow and further on to the Urals. Here is a sector to be shared with trucks and we plan to compete with the truckers at a certain degree. It should be said that now a heavy cargo flow of import goods follows from Finland to Russia, which is achieved by the intensive work of the Finnish ports. We reckon to switch part of this cargo flow and bring containerized cargo to the Russian railways. The new joint venture is supposed to attract additional 20 thousand TEU annually. The joint venture minimum-programme is to conclude contracts with forwarders and cargo owners to provide a settled level of transportation. In future we aim to develop cooperation with sea carriers and reach the European market.
Moreover, late in 2006 a TransContainer office was launched in Riga. Also, a respective Memorandum «On organization of cooperation during containerized cargo transportation via Russian and Latvian territories» was signed.
ОАО TransContainer office will provide the whole complex of services to organize transportation by the company’s rolling stock and containers, as well as carry out systemic marketing activities in order to attract cargo to foreign trade railway routes running through the Russian and Latvian territories and also to launch new container lines. Speaking of the South-West region, we have launched our office in Brest (Belarus) neighboring Poland border. Operating our new office in this region is attractive in respect of joining the International Transport Corridor №2 and the TransSiberian route. In our opinion, this can give a new impulse to container transportation between the EU and countries of Asian-Pacific region. In Brest a four-lateral session of German, Czech, Polish and Russian railways was held to clarify the details of containerized train passage technology on the route from Europe towards Moscow and the Urals. Also, TransContainer performed as the organizer of complex services to transport Volkswagen components to the factory being built by the German company in Kaluga and accepted responsibility for formation and dispatch of containerized block trains.
In the South region our gates is Ukraine. We have agreed with the Ukrainian railways to launch our office in Kiev, which will give us a chance to coordinate and dispatch transit and domestic Ukrainian cargo flows to Russia.
We have our agent in the port of Novorossiysk as well. That gives us hope for growth of transportation of containerized cargo received by the port.
– What steps does TransContainer plan to take to develop cooperation with South-East Asia?
– For example, in the Russian Far East region we intend to strengthen our terminal to handle the growing cargo flows bound to China timely. In the Far Eastern ports, in particular in the port Vostochny, we plan to expand our presence to have an opportunity to form the incoming and transit cargo flows in the most practical way.
Considering the fact that Kazakhstan carries a significant transit cargo flow destined for China, we’ve managed to reach a preliminary agreement with Kazakhstan railways to launch our office in the region. Moreover, we have a successfully functioning agent in South Korea. Last spring we started regular transportation from Nakhodka to the motor components factory in Uzbekistan which services GM Daewoo Korean company. The service scheme developed by our agent in Korea envisaged the use of the TransSiberian route capacities and allowed to shorten the time of through transportation from Korea to Uzbekistan from 28 to 15 days. This was the reason why Korean partners entrusted us over 75% of their volumes.
Also, we are developing the project of an office launch in China. Moreover, TransContainer has concluded an agreement with the Chinese state container transportation operator SSTS on joint use of containers. Now the issue of growing cargo flow destined for China is crucial. In this respect we plan to compete with the shipping services transporting containerized cargo from China to the European hubs and then by feeders to Finland and Saint-Petersburg.
– Do you consider an opportunity to launch your office in Japan?
– Yes, we do; however, this is just an idea for our future development, since certain difficulties arise. Japan is an island state and, to operate our agent there, we should have our shipping services as well. I’d place this task at the next stage of our development.
Now we are improving technology of our present-day offices and agent-net. As a result, we will join the chain of cargo flows having fulfilled the serious protocol errand given by OAO RZD during its session on December 18, 2006. In particular, we are to double container transportation volumes in Russia and to treble transit volumes by 2011. I agree this is a rather difficult task, but, due to the planned steps and within the course of our company’s development strategy, this target is adequate to us. If we do everything we have planned, we will be able to turn into a national container carrier which will take its proper place among transnational companies.
– What problems can objectively prevent TransContainer from joining the international market effectively?
– Firstly, it is the enormous competition with motor truckers on the routes we plan to join. Unfortunately, they take a dominating position there.
Secondly, it is a serious competition with big transnational container operators, and companies using container vessels. The problem to solve in this respect is the pricing war. Of course, we will work on competitive prices. We hope that we can get part of the container flows serviced by shipping leaders.
Sometimes we face organizational problems, for example, this has to do with the normative-and-legislative base not harmonized with the Russian system.
– Speaking of ways to make TransContainer competitive, what principal factors can be mentioned?
– Why are carriers strong? Because they operate a thoroughly developed agent-net. In all countries, they have their agents and offices in big ports. No alternative method to be competitive has been invented yet. We have to do it fast, since this practice hasn’t been topical for Russia before TransContainer’s arrival.
Another factor is transportation quality. This is cargo safety, transportation speed, door-to-door delivery. Our development strategy corresponds to these options; we plan to improve our services quality. Our departments intend to acquire motor parks to implement motor transportation and container door-to-door delivery. In this respect, we plan to develop service with value added to enclose a logistic chain, not container flows in this case, but cargo flows. In other words, the client will get not a typical container to unload but cargo itself. Another factor of competition is prices.
It’s quite clear that, when choosing transportation routes, one prefers those involving lower costs. Our tariff consists of three components: infrastructure, car and container. In this respect, we also plan to carry on a flexible tariff policy. All this is about our development strategy competence.
– How worthwhile is it to join efforts with shipping container companies such as Maersk Sea Land, CMA CGM?
– We are also thinking about that. Moreover, our counterparts express their wish to use our services. It is quite a different matter matter that we can form shipping services ourselves. However, to do this, we need people in the ports, in particular, sailors who are familiar with our work specifics. Anyway, such prospects are quite possible. In future we may launch shipping services, although it doesn’t mean we are planning to purchase container vessels.
We’ve cooperated with big shipping companies. Strictly speaking, this is about those projects I have already mentioned, i.e. formation of block trains, which is extraordinary attractive to those transnational carriers who are interested in high-quality services since this is the world practice demand.
Biography
Pavel Chichagov
Born on April 11, 1953 in Gorky (Nizhny Novgorod).
1975 – graduated from Gorky State University with a degree in radiophysics
1975-1977 – engineer in Gorky Radiophysics Research Institute of the Ministry of Education
1977-1994 – Institute of Applied Physics of the Academy of Science (Nizhny Novgorod)
1994-1997 – Director of Nizhny Novgorod department of the Centre for Economic and Political Research
1997-1998 – Councilor of the Transport Minister
1998-2003 – Head of Railway Reform Department of the RF Transport Ministry 2003-2006 – OAO RZD Head of department of corporate building and restructuring
June 2006 – present time – OAO TransContainer Deputy CEO on strategic development
Interviewed by Victoria Merkusheva
[~DETAIL_TEXT] => – What are the basics for the strategy of your company development?
– First of all, it is closely connected with the projects on reaching the world market. One of strategic goals for TransContainer’s business-plan is to turn into the national container carrier. We must not only be among world container carriers, but we are to be able to compete with them successfully. That is the reason why we have serious plans to integrate into the world market; I would even call them ambitious targets. Within the Russian Federation, we plan to perform as the gates for containerized cargo that will be transported via its territory. This is why we expand our «zones» across the whole of Russia, locating our outposts in places where foreign trade cargo come in and goes out. Mostly, it has to do with ports and border check-points.
Speaking of West and North-West regions, the principal gates for cargo flows is the Commercial Sea Port of Saint-Petersburg. Now we are launching our agency there and also developing technology for containerized train that would be formed in Saint-Petersburg port and destined for Moscow. TransContainer department located at the October railway (North-West region) was given the task to develop technology for the running of this train. Also, we are looking for an agent who would be capable to form cargo container basis to load this train in accordance with our interests.
– As far as we know, the number of agencies, representative offices, and joint ventures launched by TransContainer can lead to believe that the company’s integration into the world system of container transportation has started. In particular, what was the reason to launch the joint venture TransContainer Scandinavia with the Finnish VR Ltd?
– This joint venture aims at attracting cargo flow to the Russian railways, most part of which comes from Western Europe via the Finnish ports and is basically transported by trucks. Also, it is to provide transportation of containerized cargo from Finland to Russia, destined for Moscow and further on to the Urals. Here is a sector to be shared with trucks and we plan to compete with the truckers at a certain degree. It should be said that now a heavy cargo flow of import goods follows from Finland to Russia, which is achieved by the intensive work of the Finnish ports. We reckon to switch part of this cargo flow and bring containerized cargo to the Russian railways. The new joint venture is supposed to attract additional 20 thousand TEU annually. The joint venture minimum-programme is to conclude contracts with forwarders and cargo owners to provide a settled level of transportation. In future we aim to develop cooperation with sea carriers and reach the European market.
Moreover, late in 2006 a TransContainer office was launched in Riga. Also, a respective Memorandum «On organization of cooperation during containerized cargo transportation via Russian and Latvian territories» was signed.
ОАО TransContainer office will provide the whole complex of services to organize transportation by the company’s rolling stock and containers, as well as carry out systemic marketing activities in order to attract cargo to foreign trade railway routes running through the Russian and Latvian territories and also to launch new container lines. Speaking of the South-West region, we have launched our office in Brest (Belarus) neighboring Poland border. Operating our new office in this region is attractive in respect of joining the International Transport Corridor №2 and the TransSiberian route. In our opinion, this can give a new impulse to container transportation between the EU and countries of Asian-Pacific region. In Brest a four-lateral session of German, Czech, Polish and Russian railways was held to clarify the details of containerized train passage technology on the route from Europe towards Moscow and the Urals. Also, TransContainer performed as the organizer of complex services to transport Volkswagen components to the factory being built by the German company in Kaluga and accepted responsibility for formation and dispatch of containerized block trains.
In the South region our gates is Ukraine. We have agreed with the Ukrainian railways to launch our office in Kiev, which will give us a chance to coordinate and dispatch transit and domestic Ukrainian cargo flows to Russia.
We have our agent in the port of Novorossiysk as well. That gives us hope for growth of transportation of containerized cargo received by the port.
– What steps does TransContainer plan to take to develop cooperation with South-East Asia?
– For example, in the Russian Far East region we intend to strengthen our terminal to handle the growing cargo flows bound to China timely. In the Far Eastern ports, in particular in the port Vostochny, we plan to expand our presence to have an opportunity to form the incoming and transit cargo flows in the most practical way.
Considering the fact that Kazakhstan carries a significant transit cargo flow destined for China, we’ve managed to reach a preliminary agreement with Kazakhstan railways to launch our office in the region. Moreover, we have a successfully functioning agent in South Korea. Last spring we started regular transportation from Nakhodka to the motor components factory in Uzbekistan which services GM Daewoo Korean company. The service scheme developed by our agent in Korea envisaged the use of the TransSiberian route capacities and allowed to shorten the time of through transportation from Korea to Uzbekistan from 28 to 15 days. This was the reason why Korean partners entrusted us over 75% of their volumes.
Also, we are developing the project of an office launch in China. Moreover, TransContainer has concluded an agreement with the Chinese state container transportation operator SSTS on joint use of containers. Now the issue of growing cargo flow destined for China is crucial. In this respect we plan to compete with the shipping services transporting containerized cargo from China to the European hubs and then by feeders to Finland and Saint-Petersburg.
– Do you consider an opportunity to launch your office in Japan?
– Yes, we do; however, this is just an idea for our future development, since certain difficulties arise. Japan is an island state and, to operate our agent there, we should have our shipping services as well. I’d place this task at the next stage of our development.
Now we are improving technology of our present-day offices and agent-net. As a result, we will join the chain of cargo flows having fulfilled the serious protocol errand given by OAO RZD during its session on December 18, 2006. In particular, we are to double container transportation volumes in Russia and to treble transit volumes by 2011. I agree this is a rather difficult task, but, due to the planned steps and within the course of our company’s development strategy, this target is adequate to us. If we do everything we have planned, we will be able to turn into a national container carrier which will take its proper place among transnational companies.
– What problems can objectively prevent TransContainer from joining the international market effectively?
– Firstly, it is the enormous competition with motor truckers on the routes we plan to join. Unfortunately, they take a dominating position there.
Secondly, it is a serious competition with big transnational container operators, and companies using container vessels. The problem to solve in this respect is the pricing war. Of course, we will work on competitive prices. We hope that we can get part of the container flows serviced by shipping leaders.
Sometimes we face organizational problems, for example, this has to do with the normative-and-legislative base not harmonized with the Russian system.
– Speaking of ways to make TransContainer competitive, what principal factors can be mentioned?
– Why are carriers strong? Because they operate a thoroughly developed agent-net. In all countries, they have their agents and offices in big ports. No alternative method to be competitive has been invented yet. We have to do it fast, since this practice hasn’t been topical for Russia before TransContainer’s arrival.
Another factor is transportation quality. This is cargo safety, transportation speed, door-to-door delivery. Our development strategy corresponds to these options; we plan to improve our services quality. Our departments intend to acquire motor parks to implement motor transportation and container door-to-door delivery. In this respect, we plan to develop service with value added to enclose a logistic chain, not container flows in this case, but cargo flows. In other words, the client will get not a typical container to unload but cargo itself. Another factor of competition is prices.
It’s quite clear that, when choosing transportation routes, one prefers those involving lower costs. Our tariff consists of three components: infrastructure, car and container. In this respect, we also plan to carry on a flexible tariff policy. All this is about our development strategy competence.
– How worthwhile is it to join efforts with shipping container companies such as Maersk Sea Land, CMA CGM?
– We are also thinking about that. Moreover, our counterparts express their wish to use our services. It is quite a different matter matter that we can form shipping services ourselves. However, to do this, we need people in the ports, in particular, sailors who are familiar with our work specifics. Anyway, such prospects are quite possible. In future we may launch shipping services, although it doesn’t mean we are planning to purchase container vessels.
We’ve cooperated with big shipping companies. Strictly speaking, this is about those projects I have already mentioned, i.e. formation of block trains, which is extraordinary attractive to those transnational carriers who are interested in high-quality services since this is the world practice demand.
Biography
Pavel Chichagov
Born on April 11, 1953 in Gorky (Nizhny Novgorod).
1975 – graduated from Gorky State University with a degree in radiophysics
1975-1977 – engineer in Gorky Radiophysics Research Institute of the Ministry of Education
1977-1994 – Institute of Applied Physics of the Academy of Science (Nizhny Novgorod)
1994-1997 – Director of Nizhny Novgorod department of the Centre for Economic and Political Research
1997-1998 – Councilor of the Transport Minister
1998-2003 – Head of Railway Reform Department of the RF Transport Ministry 2003-2006 – OAO RZD Head of department of corporate building and restructuring
June 2006 – present time – OAO TransContainer Deputy CEO on strategic development
Interviewed by Victoria Merkusheva
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[DETAIL_TEXT] => – What are the basics for the strategy of your company development?
– First of all, it is closely connected with the projects on reaching the world market. One of strategic goals for TransContainer’s business-plan is to turn into the national container carrier. We must not only be among world container carriers, but we are to be able to compete with them successfully. That is the reason why we have serious plans to integrate into the world market; I would even call them ambitious targets. Within the Russian Federation, we plan to perform as the gates for containerized cargo that will be transported via its territory. This is why we expand our «zones» across the whole of Russia, locating our outposts in places where foreign trade cargo come in and goes out. Mostly, it has to do with ports and border check-points.
Speaking of West and North-West regions, the principal gates for cargo flows is the Commercial Sea Port of Saint-Petersburg. Now we are launching our agency there and also developing technology for containerized train that would be formed in Saint-Petersburg port and destined for Moscow. TransContainer department located at the October railway (North-West region) was given the task to develop technology for the running of this train. Also, we are looking for an agent who would be capable to form cargo container basis to load this train in accordance with our interests.
– As far as we know, the number of agencies, representative offices, and joint ventures launched by TransContainer can lead to believe that the company’s integration into the world system of container transportation has started. In particular, what was the reason to launch the joint venture TransContainer Scandinavia with the Finnish VR Ltd?
– This joint venture aims at attracting cargo flow to the Russian railways, most part of which comes from Western Europe via the Finnish ports and is basically transported by trucks. Also, it is to provide transportation of containerized cargo from Finland to Russia, destined for Moscow and further on to the Urals. Here is a sector to be shared with trucks and we plan to compete with the truckers at a certain degree. It should be said that now a heavy cargo flow of import goods follows from Finland to Russia, which is achieved by the intensive work of the Finnish ports. We reckon to switch part of this cargo flow and bring containerized cargo to the Russian railways. The new joint venture is supposed to attract additional 20 thousand TEU annually. The joint venture minimum-programme is to conclude contracts with forwarders and cargo owners to provide a settled level of transportation. In future we aim to develop cooperation with sea carriers and reach the European market.
Moreover, late in 2006 a TransContainer office was launched in Riga. Also, a respective Memorandum «On organization of cooperation during containerized cargo transportation via Russian and Latvian territories» was signed.
ОАО TransContainer office will provide the whole complex of services to organize transportation by the company’s rolling stock and containers, as well as carry out systemic marketing activities in order to attract cargo to foreign trade railway routes running through the Russian and Latvian territories and also to launch new container lines. Speaking of the South-West region, we have launched our office in Brest (Belarus) neighboring Poland border. Operating our new office in this region is attractive in respect of joining the International Transport Corridor №2 and the TransSiberian route. In our opinion, this can give a new impulse to container transportation between the EU and countries of Asian-Pacific region. In Brest a four-lateral session of German, Czech, Polish and Russian railways was held to clarify the details of containerized train passage technology on the route from Europe towards Moscow and the Urals. Also, TransContainer performed as the organizer of complex services to transport Volkswagen components to the factory being built by the German company in Kaluga and accepted responsibility for formation and dispatch of containerized block trains.
In the South region our gates is Ukraine. We have agreed with the Ukrainian railways to launch our office in Kiev, which will give us a chance to coordinate and dispatch transit and domestic Ukrainian cargo flows to Russia.
We have our agent in the port of Novorossiysk as well. That gives us hope for growth of transportation of containerized cargo received by the port.
– What steps does TransContainer plan to take to develop cooperation with South-East Asia?
– For example, in the Russian Far East region we intend to strengthen our terminal to handle the growing cargo flows bound to China timely. In the Far Eastern ports, in particular in the port Vostochny, we plan to expand our presence to have an opportunity to form the incoming and transit cargo flows in the most practical way.
Considering the fact that Kazakhstan carries a significant transit cargo flow destined for China, we’ve managed to reach a preliminary agreement with Kazakhstan railways to launch our office in the region. Moreover, we have a successfully functioning agent in South Korea. Last spring we started regular transportation from Nakhodka to the motor components factory in Uzbekistan which services GM Daewoo Korean company. The service scheme developed by our agent in Korea envisaged the use of the TransSiberian route capacities and allowed to shorten the time of through transportation from Korea to Uzbekistan from 28 to 15 days. This was the reason why Korean partners entrusted us over 75% of their volumes.
Also, we are developing the project of an office launch in China. Moreover, TransContainer has concluded an agreement with the Chinese state container transportation operator SSTS on joint use of containers. Now the issue of growing cargo flow destined for China is crucial. In this respect we plan to compete with the shipping services transporting containerized cargo from China to the European hubs and then by feeders to Finland and Saint-Petersburg.
– Do you consider an opportunity to launch your office in Japan?
– Yes, we do; however, this is just an idea for our future development, since certain difficulties arise. Japan is an island state and, to operate our agent there, we should have our shipping services as well. I’d place this task at the next stage of our development.
Now we are improving technology of our present-day offices and agent-net. As a result, we will join the chain of cargo flows having fulfilled the serious protocol errand given by OAO RZD during its session on December 18, 2006. In particular, we are to double container transportation volumes in Russia and to treble transit volumes by 2011. I agree this is a rather difficult task, but, due to the planned steps and within the course of our company’s development strategy, this target is adequate to us. If we do everything we have planned, we will be able to turn into a national container carrier which will take its proper place among transnational companies.
– What problems can objectively prevent TransContainer from joining the international market effectively?
– Firstly, it is the enormous competition with motor truckers on the routes we plan to join. Unfortunately, they take a dominating position there.
Secondly, it is a serious competition with big transnational container operators, and companies using container vessels. The problem to solve in this respect is the pricing war. Of course, we will work on competitive prices. We hope that we can get part of the container flows serviced by shipping leaders.
Sometimes we face organizational problems, for example, this has to do with the normative-and-legislative base not harmonized with the Russian system.
– Speaking of ways to make TransContainer competitive, what principal factors can be mentioned?
– Why are carriers strong? Because they operate a thoroughly developed agent-net. In all countries, they have their agents and offices in big ports. No alternative method to be competitive has been invented yet. We have to do it fast, since this practice hasn’t been topical for Russia before TransContainer’s arrival.
Another factor is transportation quality. This is cargo safety, transportation speed, door-to-door delivery. Our development strategy corresponds to these options; we plan to improve our services quality. Our departments intend to acquire motor parks to implement motor transportation and container door-to-door delivery. In this respect, we plan to develop service with value added to enclose a logistic chain, not container flows in this case, but cargo flows. In other words, the client will get not a typical container to unload but cargo itself. Another factor of competition is prices.
It’s quite clear that, when choosing transportation routes, one prefers those involving lower costs. Our tariff consists of three components: infrastructure, car and container. In this respect, we also plan to carry on a flexible tariff policy. All this is about our development strategy competence.
– How worthwhile is it to join efforts with shipping container companies such as Maersk Sea Land, CMA CGM?
– We are also thinking about that. Moreover, our counterparts express their wish to use our services. It is quite a different matter matter that we can form shipping services ourselves. However, to do this, we need people in the ports, in particular, sailors who are familiar with our work specifics. Anyway, such prospects are quite possible. In future we may launch shipping services, although it doesn’t mean we are planning to purchase container vessels.
We’ve cooperated with big shipping companies. Strictly speaking, this is about those projects I have already mentioned, i.e. formation of block trains, which is extraordinary attractive to those transnational carriers who are interested in high-quality services since this is the world practice demand.
Biography
Pavel Chichagov
Born on April 11, 1953 in Gorky (Nizhny Novgorod).
1975 – graduated from Gorky State University with a degree in radiophysics
1975-1977 – engineer in Gorky Radiophysics Research Institute of the Ministry of Education
1977-1994 – Institute of Applied Physics of the Academy of Science (Nizhny Novgorod)
1994-1997 – Director of Nizhny Novgorod department of the Centre for Economic and Political Research
1997-1998 – Councilor of the Transport Minister
1998-2003 – Head of Railway Reform Department of the RF Transport Ministry 2003-2006 – OAO RZD Head of department of corporate building and restructuring
June 2006 – present time – OAO TransContainer Deputy CEO on strategic development
Interviewed by Victoria Merkusheva
[~DETAIL_TEXT] => – What are the basics for the strategy of your company development?
– First of all, it is closely connected with the projects on reaching the world market. One of strategic goals for TransContainer’s business-plan is to turn into the national container carrier. We must not only be among world container carriers, but we are to be able to compete with them successfully. That is the reason why we have serious plans to integrate into the world market; I would even call them ambitious targets. Within the Russian Federation, we plan to perform as the gates for containerized cargo that will be transported via its territory. This is why we expand our «zones» across the whole of Russia, locating our outposts in places where foreign trade cargo come in and goes out. Mostly, it has to do with ports and border check-points.
Speaking of West and North-West regions, the principal gates for cargo flows is the Commercial Sea Port of Saint-Petersburg. Now we are launching our agency there and also developing technology for containerized train that would be formed in Saint-Petersburg port and destined for Moscow. TransContainer department located at the October railway (North-West region) was given the task to develop technology for the running of this train. Also, we are looking for an agent who would be capable to form cargo container basis to load this train in accordance with our interests.
– As far as we know, the number of agencies, representative offices, and joint ventures launched by TransContainer can lead to believe that the company’s integration into the world system of container transportation has started. In particular, what was the reason to launch the joint venture TransContainer Scandinavia with the Finnish VR Ltd?
– This joint venture aims at attracting cargo flow to the Russian railways, most part of which comes from Western Europe via the Finnish ports and is basically transported by trucks. Also, it is to provide transportation of containerized cargo from Finland to Russia, destined for Moscow and further on to the Urals. Here is a sector to be shared with trucks and we plan to compete with the truckers at a certain degree. It should be said that now a heavy cargo flow of import goods follows from Finland to Russia, which is achieved by the intensive work of the Finnish ports. We reckon to switch part of this cargo flow and bring containerized cargo to the Russian railways. The new joint venture is supposed to attract additional 20 thousand TEU annually. The joint venture minimum-programme is to conclude contracts with forwarders and cargo owners to provide a settled level of transportation. In future we aim to develop cooperation with sea carriers and reach the European market.
Moreover, late in 2006 a TransContainer office was launched in Riga. Also, a respective Memorandum «On organization of cooperation during containerized cargo transportation via Russian and Latvian territories» was signed.
ОАО TransContainer office will provide the whole complex of services to organize transportation by the company’s rolling stock and containers, as well as carry out systemic marketing activities in order to attract cargo to foreign trade railway routes running through the Russian and Latvian territories and also to launch new container lines. Speaking of the South-West region, we have launched our office in Brest (Belarus) neighboring Poland border. Operating our new office in this region is attractive in respect of joining the International Transport Corridor №2 and the TransSiberian route. In our opinion, this can give a new impulse to container transportation between the EU and countries of Asian-Pacific region. In Brest a four-lateral session of German, Czech, Polish and Russian railways was held to clarify the details of containerized train passage technology on the route from Europe towards Moscow and the Urals. Also, TransContainer performed as the organizer of complex services to transport Volkswagen components to the factory being built by the German company in Kaluga and accepted responsibility for formation and dispatch of containerized block trains.
In the South region our gates is Ukraine. We have agreed with the Ukrainian railways to launch our office in Kiev, which will give us a chance to coordinate and dispatch transit and domestic Ukrainian cargo flows to Russia.
We have our agent in the port of Novorossiysk as well. That gives us hope for growth of transportation of containerized cargo received by the port.
– What steps does TransContainer plan to take to develop cooperation with South-East Asia?
– For example, in the Russian Far East region we intend to strengthen our terminal to handle the growing cargo flows bound to China timely. In the Far Eastern ports, in particular in the port Vostochny, we plan to expand our presence to have an opportunity to form the incoming and transit cargo flows in the most practical way.
Considering the fact that Kazakhstan carries a significant transit cargo flow destined for China, we’ve managed to reach a preliminary agreement with Kazakhstan railways to launch our office in the region. Moreover, we have a successfully functioning agent in South Korea. Last spring we started regular transportation from Nakhodka to the motor components factory in Uzbekistan which services GM Daewoo Korean company. The service scheme developed by our agent in Korea envisaged the use of the TransSiberian route capacities and allowed to shorten the time of through transportation from Korea to Uzbekistan from 28 to 15 days. This was the reason why Korean partners entrusted us over 75% of their volumes.
Also, we are developing the project of an office launch in China. Moreover, TransContainer has concluded an agreement with the Chinese state container transportation operator SSTS on joint use of containers. Now the issue of growing cargo flow destined for China is crucial. In this respect we plan to compete with the shipping services transporting containerized cargo from China to the European hubs and then by feeders to Finland and Saint-Petersburg.
– Do you consider an opportunity to launch your office in Japan?
– Yes, we do; however, this is just an idea for our future development, since certain difficulties arise. Japan is an island state and, to operate our agent there, we should have our shipping services as well. I’d place this task at the next stage of our development.
Now we are improving technology of our present-day offices and agent-net. As a result, we will join the chain of cargo flows having fulfilled the serious protocol errand given by OAO RZD during its session on December 18, 2006. In particular, we are to double container transportation volumes in Russia and to treble transit volumes by 2011. I agree this is a rather difficult task, but, due to the planned steps and within the course of our company’s development strategy, this target is adequate to us. If we do everything we have planned, we will be able to turn into a national container carrier which will take its proper place among transnational companies.
– What problems can objectively prevent TransContainer from joining the international market effectively?
– Firstly, it is the enormous competition with motor truckers on the routes we plan to join. Unfortunately, they take a dominating position there.
Secondly, it is a serious competition with big transnational container operators, and companies using container vessels. The problem to solve in this respect is the pricing war. Of course, we will work on competitive prices. We hope that we can get part of the container flows serviced by shipping leaders.
Sometimes we face organizational problems, for example, this has to do with the normative-and-legislative base not harmonized with the Russian system.
– Speaking of ways to make TransContainer competitive, what principal factors can be mentioned?
– Why are carriers strong? Because they operate a thoroughly developed agent-net. In all countries, they have their agents and offices in big ports. No alternative method to be competitive has been invented yet. We have to do it fast, since this practice hasn’t been topical for Russia before TransContainer’s arrival.
Another factor is transportation quality. This is cargo safety, transportation speed, door-to-door delivery. Our development strategy corresponds to these options; we plan to improve our services quality. Our departments intend to acquire motor parks to implement motor transportation and container door-to-door delivery. In this respect, we plan to develop service with value added to enclose a logistic chain, not container flows in this case, but cargo flows. In other words, the client will get not a typical container to unload but cargo itself. Another factor of competition is prices.
It’s quite clear that, when choosing transportation routes, one prefers those involving lower costs. Our tariff consists of three components: infrastructure, car and container. In this respect, we also plan to carry on a flexible tariff policy. All this is about our development strategy competence.
– How worthwhile is it to join efforts with shipping container companies such as Maersk Sea Land, CMA CGM?
– We are also thinking about that. Moreover, our counterparts express their wish to use our services. It is quite a different matter matter that we can form shipping services ourselves. However, to do this, we need people in the ports, in particular, sailors who are familiar with our work specifics. Anyway, such prospects are quite possible. In future we may launch shipping services, although it doesn’t mean we are planning to purchase container vessels.
We’ve cooperated with big shipping companies. Strictly speaking, this is about those projects I have already mentioned, i.e. formation of block trains, which is extraordinary attractive to those transnational carriers who are interested in high-quality services since this is the world practice demand.
Biography
Pavel Chichagov
Born on April 11, 1953 in Gorky (Nizhny Novgorod).
1975 – graduated from Gorky State University with a degree in radiophysics
1975-1977 – engineer in Gorky Radiophysics Research Institute of the Ministry of Education
1977-1994 – Institute of Applied Physics of the Academy of Science (Nizhny Novgorod)
1994-1997 – Director of Nizhny Novgorod department of the Centre for Economic and Political Research
1997-1998 – Councilor of the Transport Minister
1998-2003 – Head of Railway Reform Department of the RF Transport Ministry 2003-2006 – OAO RZD Head of department of corporate building and restructuring
June 2006 – present time – OAO TransContainer Deputy CEO on strategic development
Interviewed by Victoria Merkusheva
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In 2006, loading of coal increased by 3.3% year-on-year, which exceeds the rates of the average loading on OAO RZD’s network and the company’s plan. During the first ten days of January, the loading volume of the cargo increased by 13.6% year-on-year, which proves that the interest to the Russian solid fuel is high on both the domestic and foreign markets, in spite of the warm winter.Array
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[DETAIL_TEXT] => In Favour of Coal
At present, the demand for Russian coal is high. For example, Great Britain practically uses only coal produced in the Russian Federation. The demand for the coal is expected to increase even more. According to the research of the World Power Council, the volume of electricity produced on the base of coal will also grow because of the possible threat of oil and gas shortage. According to some evaluations, the world proved resources of solid fuel are enough for 150 years, which is fourtimes as much as oil and by 2.5 times more than the proved volumes of gas. Still, it is inexpedient to count on foreign market only. In present-day Russia the share of coal in the total production of electricity is only 16%, while in the world the average figure amounts to 40%. For example, in the USA the figure is 53%, and in China and India it is 70-80%. Thus, it would be reasonable to revise the fuel and energy balance in Russia. So, by the end of 2006, the decision to increase the share of coal in the country’s fuel and energy balance was taken.
Obviously, enthusiastic about the prospects coalmen invest a lot. The companies’ programmes envisage the development of not only their producing capacities, but also of the adjacent infrastructure, including transport. The companies invest into the purchase of rolling stock and assets in ports.
The companies of the Kuznetsk coal basin (the Kuzbass) are the most active. Last year they extracted 174 mln tons of coal, which is the record in the region’s history. Incidentally, the Kuzbass coalmen are the only ones in Russia who have the experience of joint investing into modernization of railway infrastructure in the framework of the Programme of Development of the Industrial and Mainline Railway Transport of the Kuzbass. On the whole, in 2006 the volume of investments into the sector in the Kuzbass amounted to RUR 37 bln, RUR 5 bln up year-on-year. This year, it is planned to invest no less than RUR 40 bln.
The enthusiasm of coal companies is understandable. Firstly, coal production grows fast. According to the preliminary evaluations, in 2006 the growth amounted to 3.4% year-on-year. Meanwhile, export increased by 13%, and the volume of sales on the domestic market grew by 0.6% only. In spite of the fact that by the end of the year, there was too much coal in the Russian electric power stations and in the warehouses of coal mines, which is the evidence of overproduction of the solid fuel in Russia, coal companies believe there is a prospect for work on the domestic market. As it was said at the conference «New generation: Second Coal Surge», by 2020 the share of coal in the structure of thermoelectric power stations is to increase to 36-37%, and the share of gas is to reduce from 68% to 58%. According to some estimations, the price for coal will grow by 1.3 times.
Gondola Car Is Required
According to the data of OAO RZD, last year over 287.5 mln tons of coal was loaded and transported at the Russian Railways’ network, 3.3% up comparing to 2005. The marketing forecast for 2007 envisages a further increase of volumes – 1.5% during the year. It was presumed that the growth of coal loading in January would make 7.6%. However, during the first ten days of the month, the growth amounted to 13.6%. And in practice, coal loading increased by 10.6% in January.
Nevertheless, it is too early to consider the result a record, in spite of such a dynamics. The poor weather conditions of the winter 2006 restrained coal loading immensely. At the Kuzbass Department of the Zapadno-Sibirskaya (West-Siberian) railway only, on some days there used to be refusals of loading of up to 1,000 wagons because of equipment breakdowns, which happened in very cold weather. The coal companies, however, say that they have reserves.
At the end of December, OAO RZD’s Centre of Transport Services held a meeting on the problems of coal loading organization in the first ten days of January 2007 and defining the cooperation priorities for the future. Representatives of coal companies participating in the meeting stated that they were to increase transportation volumes. Meanwhile, cargo owners noted that they failed to fulfill their plans in spite of the positive dynamics in 2006. The reason for that was the lack of wagons in OAO RZD’s park.
The Russian railway sector «got used» to the shortage of gondola cars; however, since mid-2006 the situation has become precarious. Only in January-September of 2006, the company lacked 24,000 gondola cars, in spite of the purchase of 7,000 units of this type. As a result, since mid-summer there has been an outage of coal. According to the Administration of the Kemerovo region, there OAO RZD failed to deliver 2,000 gondola cars for loading in July, 4.8 thousand of such wagons in August, and 8 thousand in September.
Moreover, in October 2006, OAO RZD published a telegram regulating the loading of export coal for further transportation to border crossings only in private (rented) rolling stock. The company explained the measure by the lack of necessary reserves of fuel on some Russian electric stations and metallurgical enterprises. Besides, insufficient volumes of fuel were delivered to housing and communal services. Meanwhile, as railmen said, coal companies prefer to export their production, ignoring the needs of the population.
However, such an explanation cannot but provoke a number of questions. According to the RF Ministry of Industry and Energy, by October 1, 2006, the reserves of fuel (coal and residual fuel oil) at the electric stations of RAO UES of Russia exceeded the standard level by 18.7% and 17% respectively. So, we can conclude that OAO RZD did not want to let gondola cars beyond the RF territory. Its target was to increase the turnover of this type of rolling stock on the railway network. Thus, the bad mood of coal companies is quite understandable.
According to the data of OAO RZD’s Centre of Transport Services, the share of coal transportation in private and rented rolling stock amounted to 18,8% in the total structure in 2006. It is a good result, especially considering the fact that coal is the least profitable cargo.
At the same time, the structure of the private rolling stock park operating on OAO RZD’s network changed: for the first time, the share of gondola cars increased by 1.5%, and the share of tank wagons reduced by 2.5%. Meanwhile, domestic transportation made 67.9%, and 32.1% of the cargo was exported. 54% of export volume was transported via border crossings. Consignors stress that the tariff structure for the private park consists of the payment for the loaded trip and the empty backhaul. As a result, at the routes without backhaul (for example, transportation via border crossings to ports, in particular in the Baltic states), it is not profitable to carry freight in private wagons. Finally, coal companies cannot risk sending their whole rolling stock park abroad, because there is a threat of failing to fulfill transportation of cargoes to other destinations due to the untimely delivery of OAO RZD’s wagons for loading.
The representatives of the coal companies spoke of the cases when railmen failed to fulfill the registered and approved requests for rolling stock, and delivered gondola cars sufficient for only partial loading of the registered volumes. However, it was OAO RZD that chose the destination point. As a rule, they did it to benefit not the sales policy of the cargo owner (delivery to a large client), but the technology of railway’s functioning (transportation to a shorter distance).
The position of the railmen is clear. It is no secret that the rolling stock park is used more efficiently than the public one. In 2006 the turnover of an OAO RZD gondola car increased by 0.06 day because of the growth of transportation distance (by 200 km on average), and the turnover of a private wagon reduced (by 100 km averagely).
Opinions Differ
Examining the situation from the viewpoints of two equal market players – cargo owners and OAO RZD – the wish of each to get the maximum profit is understandable. On the other hand, there appear many arguments about the way in which Russian Railways choose the destination based on their profit instead of the client’s wish. However, it should be mentioned that OAO RZD makes a lot of compromising decisions to lighten the work of coal companies, since coal is not an attractive cargo for OAO RZD from the commercial viewpoint either. At the end of 2005, it was decided to unify tariffs on thermal coals transportation, i.e. export transportation was equated to the domestic one. Besides, negative coefficients were implemented for transportation to Russian ports (20% and 25% for transportation to the ports of Arkhangelsk and Kandalaksha, and 5% for all other Russian ports). In 2007, the tariff rates on coal transportation grew by 8%; however, the privileged tariffs remained in force. That is why the analysts of OAO RZD’s Centre of Transport Services are sure that the current level of tariffs does not restrain the possibilities of Russian coal companies, and there is no necessity to change them.
While the tariffs are not a restraining factor, the lack of rolling stock becomes more and more important. The situation will hardly change for the better this year. It seems to become even worse. The demand for gondola cars increases, and according to the estimations of OAO RZD’s experts, last year additional 123 thousand wagons (or 338 wagons daily) were required to carry the increased coal volumes.
The investment plans of OAO RZD envisage the purchase of seven thousand gondola cars in 2007. Will it be enough to compensate for the ageing park? Moreover, last year it was proven that the park reduces not only because of the ageing, but also because of damages during the unloading by clam-shells in the ports.
In 2006, OAO RZD even had to put into operation a restriction for coal loading to the port of Murmansk. According to Deputy CEO of OAO RZD’s Centre of Transport Services Artur Kalukhov, the share of damaged wagons returning from the port reaches 80%.And the port of Murmansk is not the only one. Nowadays, there are wagon trippers only in two Russian ports – Vostochny and Ust-Luga. Railmen highlight that the Baltic ports, which have no tariff privileges stimulating the cargo flow, are well equipped and continue to invest into development.
In their turn, portmen say that the reason for the problem is that the coal is wet when being loaded. It freezes together while transported, which complicates the process of unloading. Besides, as they say, coal is loaded into wagons with solid bottom, and there are no technical capacities to unload such type of rolling stock. Coal companies do not consider themselves guilty – they load the cargo into the wagons delivered by OAO RZD. We can only hope that the sides will come to an agreement this year. At least, nowadays, the commercial sea port of Murmansk has developed the investment programme for development and modernization of its capacities.
To stimulate the interest of private companies in purchasing this type of rolling stock, OAO RZD decided on the increase of the wagon constituent to 30% for freight transportation in a gondola car. Experts believe, it must reduce the payback period from 12 to 7-8 years, and will make for the purchase of about 30,000 gondola cars by private companies. The figure may seem real. Plenty of companies – cargo owners and transporters – announced their intention to purchase gondola cars. But are there producing capacities ready to fulfill such an order in Russia?
Quotation
Aman Tuleev, Governor of the Kemerovo region
«The year 2007 will be the moment of glory for the Kuzbass. RUR 40 bln will be invested into the development of the coal industry in the region. The means will be invested into the construction of new enterprises, as well as the re-equipment of operating coal capacities. In particular, it is planned that in 2007 two new mines, two open-cast mines and two processing plants will be opened in the Kuznetsk basin. There will be 3.1 thousand jobs at the enterprises.
In 2006 we constructed three new coal enterprises and one processing plant. RUR 4 bln was invested into the development of infrastructure, in particular, the railway. Besides, RUR 2 bln was invested into construction and development of 15 sea terminals to transport coal. Regional coal companies were the main investors into the sector».
Viewpoint
Alexander Donkin, Director General, Centre of Transport Services, OAO RZD:
– The imperfect handling capacities involved into coal export are a restraining factor. The old clam-shell technology of solid bulk unloading and the growth of transportation via ports lead to the constant increase of the amount of damaged wagons, since their construction envisages unloading by the gravitational method, i.e. by means of hatches or wagon trippers. In 2003, 3,581 wagons were damaged in ports. In 2004 and 2005 their amount grew to 3,914 and 5,910 units. In 2006 the figure was 19,095 wagons, which made 56% of the total amount of wagons damaged on the Russian railway network.
The main reason for that is unloading by large-tonnage clam-shells and other facilities causing massive damage to the wagons. Nowadays, only the port of Vostochny and the port of Ust-Luga use wagon trippers. On the contrary, we have a lot of problems because of the port of Murmansk, which is not fit for coal unloading. The peak for wagon damaging takes place in winter months, when the coal delivered for unloading is frozen together.
The cases of wagon damage increased significantly, after the fine for wagon damage was abolished. It happened when the new Federal Law «The Code of the Railway Transport» was approved. Another reason is that OAO RZD no longer performs the state functions of control for the safety of rolling stock park on the non-public railway tracks.
To avoid massive wagon damage, it is necessary to envisage insurance payment for the risk of damage in the contracts for freight transportation with the consignees who unload wagons by means of large-tonnage clam-shells or other improper facilities. It would also be correct that special tariff rates for transportation were used for the enterprises that do not meet the requirements to rolling stock safety. The rates should include compensation for OAO RZD’s losses suffered because of the urgent wagon repair and taking the wagon out of the transportation process.
Our reference
According to the RF Ministry of Industry and Energy, coal production in 2006 amounted to 309.2 mln tons, 3.6% up year-on-year. 69% of the volume was produced by the Kuznetsk and Kansko-Achinsky basins (respectively, +4.7% and +3.3% year-on-year). 197 mln tons was delivered to the domestic market (+0.6% year-on-year). 89.8 mln tons was exported (+12.5%).
As of the beginning of 2006, there were 97 mines and 143 open-cast mines in Russia. Their total capacity was 330.7 mln tons. Coal was processed at 41 concentrating plants.
According to preliminary results, the new producing capacities put into operation amounted to 20.4 mln tons, wherein 8.6 mln tons due to construction of new and development of the acting enterprises, 1.3 mln tons due to reconstruction of operating companies, and 10.5 mln tons due to technical re-equipment. The total volume of investments into the coal sector is RUR 20 bln.
The forecast for coal production in 2007 is 315 mln tons, 1.9% up year-on-year.
As of January 1, 2007, reserves of fuel (coal and residual fuel oil) at the electric stations of RAO UES of Russia exceeded the standard level by 43.7% and 27.1% respectively.
In 2006, coal loading volume grew by 3.3% year-on-year. Mostly, the loading of the cargo increased at the Severnaya (Northern) and the Krasnoyarskaya (Krasnoyarsk) railways (+19.8% and +4.8% respectively). Loading of solid fuel grew by 2.9% and 2.5% at the Zapadno-Sibirskaya (West-Siberian) and the Dalnevostochnaya (Far Eastern) railways.
The share of domestic transportation of coal was 67.9%, while the one of export transportation was 32.1%. The volume of domestic transportation reduced by 0.3% year-on-year, while export grew by 12.3%. Meanwhile, the share of coal export transportation via port stations was 46%, and via border crossings – 54%. The lion’s share of export coal to port stations (49.5%) was in the North-Western basin, 40.6% – in the Far-Eastern basin, and 10% in the Southern basin.
In 2006, the main consumers of Russian export coal were Cyprus (offshore zone) – 15.4%, Great Britain – 14.2%, Japan – 9.4%, Ukraine – 9.2%, and Finland – 7.8%.
The average level of the transport constituent in the cost of coal transportation was:
• 30.2% for domestic transportation;
• 36.7% for export via Russian ports
• 36.1% for export via border crossings.
Tatyana Tokareva
[~DETAIL_TEXT] => In Favour of Coal
At present, the demand for Russian coal is high. For example, Great Britain practically uses only coal produced in the Russian Federation. The demand for the coal is expected to increase even more. According to the research of the World Power Council, the volume of electricity produced on the base of coal will also grow because of the possible threat of oil and gas shortage. According to some evaluations, the world proved resources of solid fuel are enough for 150 years, which is fourtimes as much as oil and by 2.5 times more than the proved volumes of gas. Still, it is inexpedient to count on foreign market only. In present-day Russia the share of coal in the total production of electricity is only 16%, while in the world the average figure amounts to 40%. For example, in the USA the figure is 53%, and in China and India it is 70-80%. Thus, it would be reasonable to revise the fuel and energy balance in Russia. So, by the end of 2006, the decision to increase the share of coal in the country’s fuel and energy balance was taken.
Obviously, enthusiastic about the prospects coalmen invest a lot. The companies’ programmes envisage the development of not only their producing capacities, but also of the adjacent infrastructure, including transport. The companies invest into the purchase of rolling stock and assets in ports.
The companies of the Kuznetsk coal basin (the Kuzbass) are the most active. Last year they extracted 174 mln tons of coal, which is the record in the region’s history. Incidentally, the Kuzbass coalmen are the only ones in Russia who have the experience of joint investing into modernization of railway infrastructure in the framework of the Programme of Development of the Industrial and Mainline Railway Transport of the Kuzbass. On the whole, in 2006 the volume of investments into the sector in the Kuzbass amounted to RUR 37 bln, RUR 5 bln up year-on-year. This year, it is planned to invest no less than RUR 40 bln.
The enthusiasm of coal companies is understandable. Firstly, coal production grows fast. According to the preliminary evaluations, in 2006 the growth amounted to 3.4% year-on-year. Meanwhile, export increased by 13%, and the volume of sales on the domestic market grew by 0.6% only. In spite of the fact that by the end of the year, there was too much coal in the Russian electric power stations and in the warehouses of coal mines, which is the evidence of overproduction of the solid fuel in Russia, coal companies believe there is a prospect for work on the domestic market. As it was said at the conference «New generation: Second Coal Surge», by 2020 the share of coal in the structure of thermoelectric power stations is to increase to 36-37%, and the share of gas is to reduce from 68% to 58%. According to some estimations, the price for coal will grow by 1.3 times.
Gondola Car Is Required
According to the data of OAO RZD, last year over 287.5 mln tons of coal was loaded and transported at the Russian Railways’ network, 3.3% up comparing to 2005. The marketing forecast for 2007 envisages a further increase of volumes – 1.5% during the year. It was presumed that the growth of coal loading in January would make 7.6%. However, during the first ten days of the month, the growth amounted to 13.6%. And in practice, coal loading increased by 10.6% in January.
Nevertheless, it is too early to consider the result a record, in spite of such a dynamics. The poor weather conditions of the winter 2006 restrained coal loading immensely. At the Kuzbass Department of the Zapadno-Sibirskaya (West-Siberian) railway only, on some days there used to be refusals of loading of up to 1,000 wagons because of equipment breakdowns, which happened in very cold weather. The coal companies, however, say that they have reserves.
At the end of December, OAO RZD’s Centre of Transport Services held a meeting on the problems of coal loading organization in the first ten days of January 2007 and defining the cooperation priorities for the future. Representatives of coal companies participating in the meeting stated that they were to increase transportation volumes. Meanwhile, cargo owners noted that they failed to fulfill their plans in spite of the positive dynamics in 2006. The reason for that was the lack of wagons in OAO RZD’s park.
The Russian railway sector «got used» to the shortage of gondola cars; however, since mid-2006 the situation has become precarious. Only in January-September of 2006, the company lacked 24,000 gondola cars, in spite of the purchase of 7,000 units of this type. As a result, since mid-summer there has been an outage of coal. According to the Administration of the Kemerovo region, there OAO RZD failed to deliver 2,000 gondola cars for loading in July, 4.8 thousand of such wagons in August, and 8 thousand in September.
Moreover, in October 2006, OAO RZD published a telegram regulating the loading of export coal for further transportation to border crossings only in private (rented) rolling stock. The company explained the measure by the lack of necessary reserves of fuel on some Russian electric stations and metallurgical enterprises. Besides, insufficient volumes of fuel were delivered to housing and communal services. Meanwhile, as railmen said, coal companies prefer to export their production, ignoring the needs of the population.
However, such an explanation cannot but provoke a number of questions. According to the RF Ministry of Industry and Energy, by October 1, 2006, the reserves of fuel (coal and residual fuel oil) at the electric stations of RAO UES of Russia exceeded the standard level by 18.7% and 17% respectively. So, we can conclude that OAO RZD did not want to let gondola cars beyond the RF territory. Its target was to increase the turnover of this type of rolling stock on the railway network. Thus, the bad mood of coal companies is quite understandable.
According to the data of OAO RZD’s Centre of Transport Services, the share of coal transportation in private and rented rolling stock amounted to 18,8% in the total structure in 2006. It is a good result, especially considering the fact that coal is the least profitable cargo.
At the same time, the structure of the private rolling stock park operating on OAO RZD’s network changed: for the first time, the share of gondola cars increased by 1.5%, and the share of tank wagons reduced by 2.5%. Meanwhile, domestic transportation made 67.9%, and 32.1% of the cargo was exported. 54% of export volume was transported via border crossings. Consignors stress that the tariff structure for the private park consists of the payment for the loaded trip and the empty backhaul. As a result, at the routes without backhaul (for example, transportation via border crossings to ports, in particular in the Baltic states), it is not profitable to carry freight in private wagons. Finally, coal companies cannot risk sending their whole rolling stock park abroad, because there is a threat of failing to fulfill transportation of cargoes to other destinations due to the untimely delivery of OAO RZD’s wagons for loading.
The representatives of the coal companies spoke of the cases when railmen failed to fulfill the registered and approved requests for rolling stock, and delivered gondola cars sufficient for only partial loading of the registered volumes. However, it was OAO RZD that chose the destination point. As a rule, they did it to benefit not the sales policy of the cargo owner (delivery to a large client), but the technology of railway’s functioning (transportation to a shorter distance).
The position of the railmen is clear. It is no secret that the rolling stock park is used more efficiently than the public one. In 2006 the turnover of an OAO RZD gondola car increased by 0.06 day because of the growth of transportation distance (by 200 km on average), and the turnover of a private wagon reduced (by 100 km averagely).
Opinions Differ
Examining the situation from the viewpoints of two equal market players – cargo owners and OAO RZD – the wish of each to get the maximum profit is understandable. On the other hand, there appear many arguments about the way in which Russian Railways choose the destination based on their profit instead of the client’s wish. However, it should be mentioned that OAO RZD makes a lot of compromising decisions to lighten the work of coal companies, since coal is not an attractive cargo for OAO RZD from the commercial viewpoint either. At the end of 2005, it was decided to unify tariffs on thermal coals transportation, i.e. export transportation was equated to the domestic one. Besides, negative coefficients were implemented for transportation to Russian ports (20% and 25% for transportation to the ports of Arkhangelsk and Kandalaksha, and 5% for all other Russian ports). In 2007, the tariff rates on coal transportation grew by 8%; however, the privileged tariffs remained in force. That is why the analysts of OAO RZD’s Centre of Transport Services are sure that the current level of tariffs does not restrain the possibilities of Russian coal companies, and there is no necessity to change them.
While the tariffs are not a restraining factor, the lack of rolling stock becomes more and more important. The situation will hardly change for the better this year. It seems to become even worse. The demand for gondola cars increases, and according to the estimations of OAO RZD’s experts, last year additional 123 thousand wagons (or 338 wagons daily) were required to carry the increased coal volumes.
The investment plans of OAO RZD envisage the purchase of seven thousand gondola cars in 2007. Will it be enough to compensate for the ageing park? Moreover, last year it was proven that the park reduces not only because of the ageing, but also because of damages during the unloading by clam-shells in the ports.
In 2006, OAO RZD even had to put into operation a restriction for coal loading to the port of Murmansk. According to Deputy CEO of OAO RZD’s Centre of Transport Services Artur Kalukhov, the share of damaged wagons returning from the port reaches 80%.And the port of Murmansk is not the only one. Nowadays, there are wagon trippers only in two Russian ports – Vostochny and Ust-Luga. Railmen highlight that the Baltic ports, which have no tariff privileges stimulating the cargo flow, are well equipped and continue to invest into development.
In their turn, portmen say that the reason for the problem is that the coal is wet when being loaded. It freezes together while transported, which complicates the process of unloading. Besides, as they say, coal is loaded into wagons with solid bottom, and there are no technical capacities to unload such type of rolling stock. Coal companies do not consider themselves guilty – they load the cargo into the wagons delivered by OAO RZD. We can only hope that the sides will come to an agreement this year. At least, nowadays, the commercial sea port of Murmansk has developed the investment programme for development and modernization of its capacities.
To stimulate the interest of private companies in purchasing this type of rolling stock, OAO RZD decided on the increase of the wagon constituent to 30% for freight transportation in a gondola car. Experts believe, it must reduce the payback period from 12 to 7-8 years, and will make for the purchase of about 30,000 gondola cars by private companies. The figure may seem real. Plenty of companies – cargo owners and transporters – announced their intention to purchase gondola cars. But are there producing capacities ready to fulfill such an order in Russia?
Quotation
Aman Tuleev, Governor of the Kemerovo region
«The year 2007 will be the moment of glory for the Kuzbass. RUR 40 bln will be invested into the development of the coal industry in the region. The means will be invested into the construction of new enterprises, as well as the re-equipment of operating coal capacities. In particular, it is planned that in 2007 two new mines, two open-cast mines and two processing plants will be opened in the Kuznetsk basin. There will be 3.1 thousand jobs at the enterprises.
In 2006 we constructed three new coal enterprises and one processing plant. RUR 4 bln was invested into the development of infrastructure, in particular, the railway. Besides, RUR 2 bln was invested into construction and development of 15 sea terminals to transport coal. Regional coal companies were the main investors into the sector».
Viewpoint
Alexander Donkin, Director General, Centre of Transport Services, OAO RZD:
– The imperfect handling capacities involved into coal export are a restraining factor. The old clam-shell technology of solid bulk unloading and the growth of transportation via ports lead to the constant increase of the amount of damaged wagons, since their construction envisages unloading by the gravitational method, i.e. by means of hatches or wagon trippers. In 2003, 3,581 wagons were damaged in ports. In 2004 and 2005 their amount grew to 3,914 and 5,910 units. In 2006 the figure was 19,095 wagons, which made 56% of the total amount of wagons damaged on the Russian railway network.
The main reason for that is unloading by large-tonnage clam-shells and other facilities causing massive damage to the wagons. Nowadays, only the port of Vostochny and the port of Ust-Luga use wagon trippers. On the contrary, we have a lot of problems because of the port of Murmansk, which is not fit for coal unloading. The peak for wagon damaging takes place in winter months, when the coal delivered for unloading is frozen together.
The cases of wagon damage increased significantly, after the fine for wagon damage was abolished. It happened when the new Federal Law «The Code of the Railway Transport» was approved. Another reason is that OAO RZD no longer performs the state functions of control for the safety of rolling stock park on the non-public railway tracks.
To avoid massive wagon damage, it is necessary to envisage insurance payment for the risk of damage in the contracts for freight transportation with the consignees who unload wagons by means of large-tonnage clam-shells or other improper facilities. It would also be correct that special tariff rates for transportation were used for the enterprises that do not meet the requirements to rolling stock safety. The rates should include compensation for OAO RZD’s losses suffered because of the urgent wagon repair and taking the wagon out of the transportation process.
Our reference
According to the RF Ministry of Industry and Energy, coal production in 2006 amounted to 309.2 mln tons, 3.6% up year-on-year. 69% of the volume was produced by the Kuznetsk and Kansko-Achinsky basins (respectively, +4.7% and +3.3% year-on-year). 197 mln tons was delivered to the domestic market (+0.6% year-on-year). 89.8 mln tons was exported (+12.5%).
As of the beginning of 2006, there were 97 mines and 143 open-cast mines in Russia. Their total capacity was 330.7 mln tons. Coal was processed at 41 concentrating plants.
According to preliminary results, the new producing capacities put into operation amounted to 20.4 mln tons, wherein 8.6 mln tons due to construction of new and development of the acting enterprises, 1.3 mln tons due to reconstruction of operating companies, and 10.5 mln tons due to technical re-equipment. The total volume of investments into the coal sector is RUR 20 bln.
The forecast for coal production in 2007 is 315 mln tons, 1.9% up year-on-year.
As of January 1, 2007, reserves of fuel (coal and residual fuel oil) at the electric stations of RAO UES of Russia exceeded the standard level by 43.7% and 27.1% respectively.
In 2006, coal loading volume grew by 3.3% year-on-year. Mostly, the loading of the cargo increased at the Severnaya (Northern) and the Krasnoyarskaya (Krasnoyarsk) railways (+19.8% and +4.8% respectively). Loading of solid fuel grew by 2.9% and 2.5% at the Zapadno-Sibirskaya (West-Siberian) and the Dalnevostochnaya (Far Eastern) railways.
The share of domestic transportation of coal was 67.9%, while the one of export transportation was 32.1%. The volume of domestic transportation reduced by 0.3% year-on-year, while export grew by 12.3%. Meanwhile, the share of coal export transportation via port stations was 46%, and via border crossings – 54%. The lion’s share of export coal to port stations (49.5%) was in the North-Western basin, 40.6% – in the Far-Eastern basin, and 10% in the Southern basin.
In 2006, the main consumers of Russian export coal were Cyprus (offshore zone) – 15.4%, Great Britain – 14.2%, Japan – 9.4%, Ukraine – 9.2%, and Finland – 7.8%.
The average level of the transport constituent in the cost of coal transportation was:
• 30.2% for domestic transportation;
• 36.7% for export via Russian ports
• 36.1% for export via border crossings.
Tatyana Tokareva
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[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2007/1/coal.jpg" border="1" alt=" " hspace="3" vspace="3" width="170" height="200" align="left" />In 2006, loading of coal increased by 3.3% year-on-year, which exceeds the rates of the average loading on OAO RZD’s network and the company’s plan. During the first ten days of January, the loading volume of the cargo increased by 13.6% year-on-year, which proves that the interest to the Russian solid fuel is high on both the domestic and foreign markets, in spite of the warm winter.
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[DETAIL_TEXT] => In Favour of Coal
At present, the demand for Russian coal is high. For example, Great Britain practically uses only coal produced in the Russian Federation. The demand for the coal is expected to increase even more. According to the research of the World Power Council, the volume of electricity produced on the base of coal will also grow because of the possible threat of oil and gas shortage. According to some evaluations, the world proved resources of solid fuel are enough for 150 years, which is fourtimes as much as oil and by 2.5 times more than the proved volumes of gas. Still, it is inexpedient to count on foreign market only. In present-day Russia the share of coal in the total production of electricity is only 16%, while in the world the average figure amounts to 40%. For example, in the USA the figure is 53%, and in China and India it is 70-80%. Thus, it would be reasonable to revise the fuel and energy balance in Russia. So, by the end of 2006, the decision to increase the share of coal in the country’s fuel and energy balance was taken.
Obviously, enthusiastic about the prospects coalmen invest a lot. The companies’ programmes envisage the development of not only their producing capacities, but also of the adjacent infrastructure, including transport. The companies invest into the purchase of rolling stock and assets in ports.
The companies of the Kuznetsk coal basin (the Kuzbass) are the most active. Last year they extracted 174 mln tons of coal, which is the record in the region’s history. Incidentally, the Kuzbass coalmen are the only ones in Russia who have the experience of joint investing into modernization of railway infrastructure in the framework of the Programme of Development of the Industrial and Mainline Railway Transport of the Kuzbass. On the whole, in 2006 the volume of investments into the sector in the Kuzbass amounted to RUR 37 bln, RUR 5 bln up year-on-year. This year, it is planned to invest no less than RUR 40 bln.
The enthusiasm of coal companies is understandable. Firstly, coal production grows fast. According to the preliminary evaluations, in 2006 the growth amounted to 3.4% year-on-year. Meanwhile, export increased by 13%, and the volume of sales on the domestic market grew by 0.6% only. In spite of the fact that by the end of the year, there was too much coal in the Russian electric power stations and in the warehouses of coal mines, which is the evidence of overproduction of the solid fuel in Russia, coal companies believe there is a prospect for work on the domestic market. As it was said at the conference «New generation: Second Coal Surge», by 2020 the share of coal in the structure of thermoelectric power stations is to increase to 36-37%, and the share of gas is to reduce from 68% to 58%. According to some estimations, the price for coal will grow by 1.3 times.
Gondola Car Is Required
According to the data of OAO RZD, last year over 287.5 mln tons of coal was loaded and transported at the Russian Railways’ network, 3.3% up comparing to 2005. The marketing forecast for 2007 envisages a further increase of volumes – 1.5% during the year. It was presumed that the growth of coal loading in January would make 7.6%. However, during the first ten days of the month, the growth amounted to 13.6%. And in practice, coal loading increased by 10.6% in January.
Nevertheless, it is too early to consider the result a record, in spite of such a dynamics. The poor weather conditions of the winter 2006 restrained coal loading immensely. At the Kuzbass Department of the Zapadno-Sibirskaya (West-Siberian) railway only, on some days there used to be refusals of loading of up to 1,000 wagons because of equipment breakdowns, which happened in very cold weather. The coal companies, however, say that they have reserves.
At the end of December, OAO RZD’s Centre of Transport Services held a meeting on the problems of coal loading organization in the first ten days of January 2007 and defining the cooperation priorities for the future. Representatives of coal companies participating in the meeting stated that they were to increase transportation volumes. Meanwhile, cargo owners noted that they failed to fulfill their plans in spite of the positive dynamics in 2006. The reason for that was the lack of wagons in OAO RZD’s park.
The Russian railway sector «got used» to the shortage of gondola cars; however, since mid-2006 the situation has become precarious. Only in January-September of 2006, the company lacked 24,000 gondola cars, in spite of the purchase of 7,000 units of this type. As a result, since mid-summer there has been an outage of coal. According to the Administration of the Kemerovo region, there OAO RZD failed to deliver 2,000 gondola cars for loading in July, 4.8 thousand of such wagons in August, and 8 thousand in September.
Moreover, in October 2006, OAO RZD published a telegram regulating the loading of export coal for further transportation to border crossings only in private (rented) rolling stock. The company explained the measure by the lack of necessary reserves of fuel on some Russian electric stations and metallurgical enterprises. Besides, insufficient volumes of fuel were delivered to housing and communal services. Meanwhile, as railmen said, coal companies prefer to export their production, ignoring the needs of the population.
However, such an explanation cannot but provoke a number of questions. According to the RF Ministry of Industry and Energy, by October 1, 2006, the reserves of fuel (coal and residual fuel oil) at the electric stations of RAO UES of Russia exceeded the standard level by 18.7% and 17% respectively. So, we can conclude that OAO RZD did not want to let gondola cars beyond the RF territory. Its target was to increase the turnover of this type of rolling stock on the railway network. Thus, the bad mood of coal companies is quite understandable.
According to the data of OAO RZD’s Centre of Transport Services, the share of coal transportation in private and rented rolling stock amounted to 18,8% in the total structure in 2006. It is a good result, especially considering the fact that coal is the least profitable cargo.
At the same time, the structure of the private rolling stock park operating on OAO RZD’s network changed: for the first time, the share of gondola cars increased by 1.5%, and the share of tank wagons reduced by 2.5%. Meanwhile, domestic transportation made 67.9%, and 32.1% of the cargo was exported. 54% of export volume was transported via border crossings. Consignors stress that the tariff structure for the private park consists of the payment for the loaded trip and the empty backhaul. As a result, at the routes without backhaul (for example, transportation via border crossings to ports, in particular in the Baltic states), it is not profitable to carry freight in private wagons. Finally, coal companies cannot risk sending their whole rolling stock park abroad, because there is a threat of failing to fulfill transportation of cargoes to other destinations due to the untimely delivery of OAO RZD’s wagons for loading.
The representatives of the coal companies spoke of the cases when railmen failed to fulfill the registered and approved requests for rolling stock, and delivered gondola cars sufficient for only partial loading of the registered volumes. However, it was OAO RZD that chose the destination point. As a rule, they did it to benefit not the sales policy of the cargo owner (delivery to a large client), but the technology of railway’s functioning (transportation to a shorter distance).
The position of the railmen is clear. It is no secret that the rolling stock park is used more efficiently than the public one. In 2006 the turnover of an OAO RZD gondola car increased by 0.06 day because of the growth of transportation distance (by 200 km on average), and the turnover of a private wagon reduced (by 100 km averagely).
Opinions Differ
Examining the situation from the viewpoints of two equal market players – cargo owners and OAO RZD – the wish of each to get the maximum profit is understandable. On the other hand, there appear many arguments about the way in which Russian Railways choose the destination based on their profit instead of the client’s wish. However, it should be mentioned that OAO RZD makes a lot of compromising decisions to lighten the work of coal companies, since coal is not an attractive cargo for OAO RZD from the commercial viewpoint either. At the end of 2005, it was decided to unify tariffs on thermal coals transportation, i.e. export transportation was equated to the domestic one. Besides, negative coefficients were implemented for transportation to Russian ports (20% and 25% for transportation to the ports of Arkhangelsk and Kandalaksha, and 5% for all other Russian ports). In 2007, the tariff rates on coal transportation grew by 8%; however, the privileged tariffs remained in force. That is why the analysts of OAO RZD’s Centre of Transport Services are sure that the current level of tariffs does not restrain the possibilities of Russian coal companies, and there is no necessity to change them.
While the tariffs are not a restraining factor, the lack of rolling stock becomes more and more important. The situation will hardly change for the better this year. It seems to become even worse. The demand for gondola cars increases, and according to the estimations of OAO RZD’s experts, last year additional 123 thousand wagons (or 338 wagons daily) were required to carry the increased coal volumes.
The investment plans of OAO RZD envisage the purchase of seven thousand gondola cars in 2007. Will it be enough to compensate for the ageing park? Moreover, last year it was proven that the park reduces not only because of the ageing, but also because of damages during the unloading by clam-shells in the ports.
In 2006, OAO RZD even had to put into operation a restriction for coal loading to the port of Murmansk. According to Deputy CEO of OAO RZD’s Centre of Transport Services Artur Kalukhov, the share of damaged wagons returning from the port reaches 80%.And the port of Murmansk is not the only one. Nowadays, there are wagon trippers only in two Russian ports – Vostochny and Ust-Luga. Railmen highlight that the Baltic ports, which have no tariff privileges stimulating the cargo flow, are well equipped and continue to invest into development.
In their turn, portmen say that the reason for the problem is that the coal is wet when being loaded. It freezes together while transported, which complicates the process of unloading. Besides, as they say, coal is loaded into wagons with solid bottom, and there are no technical capacities to unload such type of rolling stock. Coal companies do not consider themselves guilty – they load the cargo into the wagons delivered by OAO RZD. We can only hope that the sides will come to an agreement this year. At least, nowadays, the commercial sea port of Murmansk has developed the investment programme for development and modernization of its capacities.
To stimulate the interest of private companies in purchasing this type of rolling stock, OAO RZD decided on the increase of the wagon constituent to 30% for freight transportation in a gondola car. Experts believe, it must reduce the payback period from 12 to 7-8 years, and will make for the purchase of about 30,000 gondola cars by private companies. The figure may seem real. Plenty of companies – cargo owners and transporters – announced their intention to purchase gondola cars. But are there producing capacities ready to fulfill such an order in Russia?
Quotation
Aman Tuleev, Governor of the Kemerovo region
«The year 2007 will be the moment of glory for the Kuzbass. RUR 40 bln will be invested into the development of the coal industry in the region. The means will be invested into the construction of new enterprises, as well as the re-equipment of operating coal capacities. In particular, it is planned that in 2007 two new mines, two open-cast mines and two processing plants will be opened in the Kuznetsk basin. There will be 3.1 thousand jobs at the enterprises.
In 2006 we constructed three new coal enterprises and one processing plant. RUR 4 bln was invested into the development of infrastructure, in particular, the railway. Besides, RUR 2 bln was invested into construction and development of 15 sea terminals to transport coal. Regional coal companies were the main investors into the sector».
Viewpoint
Alexander Donkin, Director General, Centre of Transport Services, OAO RZD:
– The imperfect handling capacities involved into coal export are a restraining factor. The old clam-shell technology of solid bulk unloading and the growth of transportation via ports lead to the constant increase of the amount of damaged wagons, since their construction envisages unloading by the gravitational method, i.e. by means of hatches or wagon trippers. In 2003, 3,581 wagons were damaged in ports. In 2004 and 2005 their amount grew to 3,914 and 5,910 units. In 2006 the figure was 19,095 wagons, which made 56% of the total amount of wagons damaged on the Russian railway network.
The main reason for that is unloading by large-tonnage clam-shells and other facilities causing massive damage to the wagons. Nowadays, only the port of Vostochny and the port of Ust-Luga use wagon trippers. On the contrary, we have a lot of problems because of the port of Murmansk, which is not fit for coal unloading. The peak for wagon damaging takes place in winter months, when the coal delivered for unloading is frozen together.
The cases of wagon damage increased significantly, after the fine for wagon damage was abolished. It happened when the new Federal Law «The Code of the Railway Transport» was approved. Another reason is that OAO RZD no longer performs the state functions of control for the safety of rolling stock park on the non-public railway tracks.
To avoid massive wagon damage, it is necessary to envisage insurance payment for the risk of damage in the contracts for freight transportation with the consignees who unload wagons by means of large-tonnage clam-shells or other improper facilities. It would also be correct that special tariff rates for transportation were used for the enterprises that do not meet the requirements to rolling stock safety. The rates should include compensation for OAO RZD’s losses suffered because of the urgent wagon repair and taking the wagon out of the transportation process.
Our reference
According to the RF Ministry of Industry and Energy, coal production in 2006 amounted to 309.2 mln tons, 3.6% up year-on-year. 69% of the volume was produced by the Kuznetsk and Kansko-Achinsky basins (respectively, +4.7% and +3.3% year-on-year). 197 mln tons was delivered to the domestic market (+0.6% year-on-year). 89.8 mln tons was exported (+12.5%).
As of the beginning of 2006, there were 97 mines and 143 open-cast mines in Russia. Their total capacity was 330.7 mln tons. Coal was processed at 41 concentrating plants.
According to preliminary results, the new producing capacities put into operation amounted to 20.4 mln tons, wherein 8.6 mln tons due to construction of new and development of the acting enterprises, 1.3 mln tons due to reconstruction of operating companies, and 10.5 mln tons due to technical re-equipment. The total volume of investments into the coal sector is RUR 20 bln.
The forecast for coal production in 2007 is 315 mln tons, 1.9% up year-on-year.
As of January 1, 2007, reserves of fuel (coal and residual fuel oil) at the electric stations of RAO UES of Russia exceeded the standard level by 43.7% and 27.1% respectively.
In 2006, coal loading volume grew by 3.3% year-on-year. Mostly, the loading of the cargo increased at the Severnaya (Northern) and the Krasnoyarskaya (Krasnoyarsk) railways (+19.8% and +4.8% respectively). Loading of solid fuel grew by 2.9% and 2.5% at the Zapadno-Sibirskaya (West-Siberian) and the Dalnevostochnaya (Far Eastern) railways.
The share of domestic transportation of coal was 67.9%, while the one of export transportation was 32.1%. The volume of domestic transportation reduced by 0.3% year-on-year, while export grew by 12.3%. Meanwhile, the share of coal export transportation via port stations was 46%, and via border crossings – 54%. The lion’s share of export coal to port stations (49.5%) was in the North-Western basin, 40.6% – in the Far-Eastern basin, and 10% in the Southern basin.
In 2006, the main consumers of Russian export coal were Cyprus (offshore zone) – 15.4%, Great Britain – 14.2%, Japan – 9.4%, Ukraine – 9.2%, and Finland – 7.8%.
The average level of the transport constituent in the cost of coal transportation was:
• 30.2% for domestic transportation;
• 36.7% for export via Russian ports
• 36.1% for export via border crossings.
Tatyana Tokareva
[~DETAIL_TEXT] => In Favour of Coal
At present, the demand for Russian coal is high. For example, Great Britain practically uses only coal produced in the Russian Federation. The demand for the coal is expected to increase even more. According to the research of the World Power Council, the volume of electricity produced on the base of coal will also grow because of the possible threat of oil and gas shortage. According to some evaluations, the world proved resources of solid fuel are enough for 150 years, which is fourtimes as much as oil and by 2.5 times more than the proved volumes of gas. Still, it is inexpedient to count on foreign market only. In present-day Russia the share of coal in the total production of electricity is only 16%, while in the world the average figure amounts to 40%. For example, in the USA the figure is 53%, and in China and India it is 70-80%. Thus, it would be reasonable to revise the fuel and energy balance in Russia. So, by the end of 2006, the decision to increase the share of coal in the country’s fuel and energy balance was taken.
Obviously, enthusiastic about the prospects coalmen invest a lot. The companies’ programmes envisage the development of not only their producing capacities, but also of the adjacent infrastructure, including transport. The companies invest into the purchase of rolling stock and assets in ports.
The companies of the Kuznetsk coal basin (the Kuzbass) are the most active. Last year they extracted 174 mln tons of coal, which is the record in the region’s history. Incidentally, the Kuzbass coalmen are the only ones in Russia who have the experience of joint investing into modernization of railway infrastructure in the framework of the Programme of Development of the Industrial and Mainline Railway Transport of the Kuzbass. On the whole, in 2006 the volume of investments into the sector in the Kuzbass amounted to RUR 37 bln, RUR 5 bln up year-on-year. This year, it is planned to invest no less than RUR 40 bln.
The enthusiasm of coal companies is understandable. Firstly, coal production grows fast. According to the preliminary evaluations, in 2006 the growth amounted to 3.4% year-on-year. Meanwhile, export increased by 13%, and the volume of sales on the domestic market grew by 0.6% only. In spite of the fact that by the end of the year, there was too much coal in the Russian electric power stations and in the warehouses of coal mines, which is the evidence of overproduction of the solid fuel in Russia, coal companies believe there is a prospect for work on the domestic market. As it was said at the conference «New generation: Second Coal Surge», by 2020 the share of coal in the structure of thermoelectric power stations is to increase to 36-37%, and the share of gas is to reduce from 68% to 58%. According to some estimations, the price for coal will grow by 1.3 times.
Gondola Car Is Required
According to the data of OAO RZD, last year over 287.5 mln tons of coal was loaded and transported at the Russian Railways’ network, 3.3% up comparing to 2005. The marketing forecast for 2007 envisages a further increase of volumes – 1.5% during the year. It was presumed that the growth of coal loading in January would make 7.6%. However, during the first ten days of the month, the growth amounted to 13.6%. And in practice, coal loading increased by 10.6% in January.
Nevertheless, it is too early to consider the result a record, in spite of such a dynamics. The poor weather conditions of the winter 2006 restrained coal loading immensely. At the Kuzbass Department of the Zapadno-Sibirskaya (West-Siberian) railway only, on some days there used to be refusals of loading of up to 1,000 wagons because of equipment breakdowns, which happened in very cold weather. The coal companies, however, say that they have reserves.
At the end of December, OAO RZD’s Centre of Transport Services held a meeting on the problems of coal loading organization in the first ten days of January 2007 and defining the cooperation priorities for the future. Representatives of coal companies participating in the meeting stated that they were to increase transportation volumes. Meanwhile, cargo owners noted that they failed to fulfill their plans in spite of the positive dynamics in 2006. The reason for that was the lack of wagons in OAO RZD’s park.
The Russian railway sector «got used» to the shortage of gondola cars; however, since mid-2006 the situation has become precarious. Only in January-September of 2006, the company lacked 24,000 gondola cars, in spite of the purchase of 7,000 units of this type. As a result, since mid-summer there has been an outage of coal. According to the Administration of the Kemerovo region, there OAO RZD failed to deliver 2,000 gondola cars for loading in July, 4.8 thousand of such wagons in August, and 8 thousand in September.
Moreover, in October 2006, OAO RZD published a telegram regulating the loading of export coal for further transportation to border crossings only in private (rented) rolling stock. The company explained the measure by the lack of necessary reserves of fuel on some Russian electric stations and metallurgical enterprises. Besides, insufficient volumes of fuel were delivered to housing and communal services. Meanwhile, as railmen said, coal companies prefer to export their production, ignoring the needs of the population.
However, such an explanation cannot but provoke a number of questions. According to the RF Ministry of Industry and Energy, by October 1, 2006, the reserves of fuel (coal and residual fuel oil) at the electric stations of RAO UES of Russia exceeded the standard level by 18.7% and 17% respectively. So, we can conclude that OAO RZD did not want to let gondola cars beyond the RF territory. Its target was to increase the turnover of this type of rolling stock on the railway network. Thus, the bad mood of coal companies is quite understandable.
According to the data of OAO RZD’s Centre of Transport Services, the share of coal transportation in private and rented rolling stock amounted to 18,8% in the total structure in 2006. It is a good result, especially considering the fact that coal is the least profitable cargo.
At the same time, the structure of the private rolling stock park operating on OAO RZD’s network changed: for the first time, the share of gondola cars increased by 1.5%, and the share of tank wagons reduced by 2.5%. Meanwhile, domestic transportation made 67.9%, and 32.1% of the cargo was exported. 54% of export volume was transported via border crossings. Consignors stress that the tariff structure for the private park consists of the payment for the loaded trip and the empty backhaul. As a result, at the routes without backhaul (for example, transportation via border crossings to ports, in particular in the Baltic states), it is not profitable to carry freight in private wagons. Finally, coal companies cannot risk sending their whole rolling stock park abroad, because there is a threat of failing to fulfill transportation of cargoes to other destinations due to the untimely delivery of OAO RZD’s wagons for loading.
The representatives of the coal companies spoke of the cases when railmen failed to fulfill the registered and approved requests for rolling stock, and delivered gondola cars sufficient for only partial loading of the registered volumes. However, it was OAO RZD that chose the destination point. As a rule, they did it to benefit not the sales policy of the cargo owner (delivery to a large client), but the technology of railway’s functioning (transportation to a shorter distance).
The position of the railmen is clear. It is no secret that the rolling stock park is used more efficiently than the public one. In 2006 the turnover of an OAO RZD gondola car increased by 0.06 day because of the growth of transportation distance (by 200 km on average), and the turnover of a private wagon reduced (by 100 km averagely).
Opinions Differ
Examining the situation from the viewpoints of two equal market players – cargo owners and OAO RZD – the wish of each to get the maximum profit is understandable. On the other hand, there appear many arguments about the way in which Russian Railways choose the destination based on their profit instead of the client’s wish. However, it should be mentioned that OAO RZD makes a lot of compromising decisions to lighten the work of coal companies, since coal is not an attractive cargo for OAO RZD from the commercial viewpoint either. At the end of 2005, it was decided to unify tariffs on thermal coals transportation, i.e. export transportation was equated to the domestic one. Besides, negative coefficients were implemented for transportation to Russian ports (20% and 25% for transportation to the ports of Arkhangelsk and Kandalaksha, and 5% for all other Russian ports). In 2007, the tariff rates on coal transportation grew by 8%; however, the privileged tariffs remained in force. That is why the analysts of OAO RZD’s Centre of Transport Services are sure that the current level of tariffs does not restrain the possibilities of Russian coal companies, and there is no necessity to change them.
While the tariffs are not a restraining factor, the lack of rolling stock becomes more and more important. The situation will hardly change for the better this year. It seems to become even worse. The demand for gondola cars increases, and according to the estimations of OAO RZD’s experts, last year additional 123 thousand wagons (or 338 wagons daily) were required to carry the increased coal volumes.
The investment plans of OAO RZD envisage the purchase of seven thousand gondola cars in 2007. Will it be enough to compensate for the ageing park? Moreover, last year it was proven that the park reduces not only because of the ageing, but also because of damages during the unloading by clam-shells in the ports.
In 2006, OAO RZD even had to put into operation a restriction for coal loading to the port of Murmansk. According to Deputy CEO of OAO RZD’s Centre of Transport Services Artur Kalukhov, the share of damaged wagons returning from the port reaches 80%.And the port of Murmansk is not the only one. Nowadays, there are wagon trippers only in two Russian ports – Vostochny and Ust-Luga. Railmen highlight that the Baltic ports, which have no tariff privileges stimulating the cargo flow, are well equipped and continue to invest into development.
In their turn, portmen say that the reason for the problem is that the coal is wet when being loaded. It freezes together while transported, which complicates the process of unloading. Besides, as they say, coal is loaded into wagons with solid bottom, and there are no technical capacities to unload such type of rolling stock. Coal companies do not consider themselves guilty – they load the cargo into the wagons delivered by OAO RZD. We can only hope that the sides will come to an agreement this year. At least, nowadays, the commercial sea port of Murmansk has developed the investment programme for development and modernization of its capacities.
To stimulate the interest of private companies in purchasing this type of rolling stock, OAO RZD decided on the increase of the wagon constituent to 30% for freight transportation in a gondola car. Experts believe, it must reduce the payback period from 12 to 7-8 years, and will make for the purchase of about 30,000 gondola cars by private companies. The figure may seem real. Plenty of companies – cargo owners and transporters – announced their intention to purchase gondola cars. But are there producing capacities ready to fulfill such an order in Russia?
Quotation
Aman Tuleev, Governor of the Kemerovo region
«The year 2007 will be the moment of glory for the Kuzbass. RUR 40 bln will be invested into the development of the coal industry in the region. The means will be invested into the construction of new enterprises, as well as the re-equipment of operating coal capacities. In particular, it is planned that in 2007 two new mines, two open-cast mines and two processing plants will be opened in the Kuznetsk basin. There will be 3.1 thousand jobs at the enterprises.
In 2006 we constructed three new coal enterprises and one processing plant. RUR 4 bln was invested into the development of infrastructure, in particular, the railway. Besides, RUR 2 bln was invested into construction and development of 15 sea terminals to transport coal. Regional coal companies were the main investors into the sector».
Viewpoint
Alexander Donkin, Director General, Centre of Transport Services, OAO RZD:
– The imperfect handling capacities involved into coal export are a restraining factor. The old clam-shell technology of solid bulk unloading and the growth of transportation via ports lead to the constant increase of the amount of damaged wagons, since their construction envisages unloading by the gravitational method, i.e. by means of hatches or wagon trippers. In 2003, 3,581 wagons were damaged in ports. In 2004 and 2005 their amount grew to 3,914 and 5,910 units. In 2006 the figure was 19,095 wagons, which made 56% of the total amount of wagons damaged on the Russian railway network.
The main reason for that is unloading by large-tonnage clam-shells and other facilities causing massive damage to the wagons. Nowadays, only the port of Vostochny and the port of Ust-Luga use wagon trippers. On the contrary, we have a lot of problems because of the port of Murmansk, which is not fit for coal unloading. The peak for wagon damaging takes place in winter months, when the coal delivered for unloading is frozen together.
The cases of wagon damage increased significantly, after the fine for wagon damage was abolished. It happened when the new Federal Law «The Code of the Railway Transport» was approved. Another reason is that OAO RZD no longer performs the state functions of control for the safety of rolling stock park on the non-public railway tracks.
To avoid massive wagon damage, it is necessary to envisage insurance payment for the risk of damage in the contracts for freight transportation with the consignees who unload wagons by means of large-tonnage clam-shells or other improper facilities. It would also be correct that special tariff rates for transportation were used for the enterprises that do not meet the requirements to rolling stock safety. The rates should include compensation for OAO RZD’s losses suffered because of the urgent wagon repair and taking the wagon out of the transportation process.
Our reference
According to the RF Ministry of Industry and Energy, coal production in 2006 amounted to 309.2 mln tons, 3.6% up year-on-year. 69% of the volume was produced by the Kuznetsk and Kansko-Achinsky basins (respectively, +4.7% and +3.3% year-on-year). 197 mln tons was delivered to the domestic market (+0.6% year-on-year). 89.8 mln tons was exported (+12.5%).
As of the beginning of 2006, there were 97 mines and 143 open-cast mines in Russia. Their total capacity was 330.7 mln tons. Coal was processed at 41 concentrating plants.
According to preliminary results, the new producing capacities put into operation amounted to 20.4 mln tons, wherein 8.6 mln tons due to construction of new and development of the acting enterprises, 1.3 mln tons due to reconstruction of operating companies, and 10.5 mln tons due to technical re-equipment. The total volume of investments into the coal sector is RUR 20 bln.
The forecast for coal production in 2007 is 315 mln tons, 1.9% up year-on-year.
As of January 1, 2007, reserves of fuel (coal and residual fuel oil) at the electric stations of RAO UES of Russia exceeded the standard level by 43.7% and 27.1% respectively.
In 2006, coal loading volume grew by 3.3% year-on-year. Mostly, the loading of the cargo increased at the Severnaya (Northern) and the Krasnoyarskaya (Krasnoyarsk) railways (+19.8% and +4.8% respectively). Loading of solid fuel grew by 2.9% and 2.5% at the Zapadno-Sibirskaya (West-Siberian) and the Dalnevostochnaya (Far Eastern) railways.
The share of domestic transportation of coal was 67.9%, while the one of export transportation was 32.1%. The volume of domestic transportation reduced by 0.3% year-on-year, while export grew by 12.3%. Meanwhile, the share of coal export transportation via port stations was 46%, and via border crossings – 54%. The lion’s share of export coal to port stations (49.5%) was in the North-Western basin, 40.6% – in the Far-Eastern basin, and 10% in the Southern basin.
In 2006, the main consumers of Russian export coal were Cyprus (offshore zone) – 15.4%, Great Britain – 14.2%, Japan – 9.4%, Ukraine – 9.2%, and Finland – 7.8%.
The average level of the transport constituent in the cost of coal transportation was:
• 30.2% for domestic transportation;
• 36.7% for export via Russian ports
• 36.1% for export via border crossings.
Tatyana Tokareva
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[SECTION_META_TITLE] => Coal Sector: New Urge
[SECTION_META_KEYWORDS] => coal sector: new urge
[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2007/1/coal.jpg" border="1" alt=" " hspace="3" vspace="3" width="170" height="200" align="left" />In 2006, loading of coal increased by 3.3% year-on-year, which exceeds the rates of the average loading on OAO RZD’s network and the company’s plan. During the first ten days of January, the loading volume of the cargo increased by 13.6% year-on-year, which proves that the interest to the Russian solid fuel is high on both the domestic and foreign markets, in spite of the warm winter.
[ELEMENT_META_TITLE] => Coal Sector: New Urge
[ELEMENT_META_KEYWORDS] => coal sector: new urge
[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2007/1/coal.jpg" border="1" alt=" " hspace="3" vspace="3" width="170" height="200" align="left" />In 2006, loading of coal increased by 3.3% year-on-year, which exceeds the rates of the average loading on OAO RZD’s network and the company’s plan. During the first ten days of January, the loading volume of the cargo increased by 13.6% year-on-year, which proves that the interest to the Russian solid fuel is high on both the domestic and foreign markets, in spite of the warm winter.
[SECTION_PICTURE_FILE_ALT] => Coal Sector: New Urge
[SECTION_PICTURE_FILE_TITLE] => Coal Sector: New Urge
[SECTION_DETAIL_PICTURE_FILE_ALT] => Coal Sector: New Urge
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Coal Sector: New Urge
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Coal Sector: New Urge
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Coal Sector: New Urge
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Coal Sector: New Urge
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Coal Sector: New Urge
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