III КВАРТАЛ 2022Г. - 55 баллов
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[DETAIL_TEXT] => In his words, the carrying capacities of the Karymskaya-Zabaikalsk border crossing are to be enlarged in 2007. Thus, in future the company will be able to increase oil transportation volume to 30 million tons annually.
Commenting on the question of the advantages of railway oil transportation to the states of Asian and Pacific region, the company’s First Vice-President noted, «Pipeline transport is most efficient, when it is used at the full capacity. At present, we doubt it. Transportation by railway is not so risky, since we react to the changes of loading volume faster and we have enough rolling stock». Vadim Morozov assured that OAO RZD’s carrying capacities and tank-wagons park can carry the whole volume of oil products. «If there is no oil, we will transport other cargoes, for example, the volumes of export timber and ore grow constantly. Still, I would like to stress it once again: we are ready to transport up to 30 million tons of oil».
Chinese Containers Will Be Transported via Tallinn
Recently the top-management of AS Tallinna Sadam (port of Tallinn) and representatives
of the Chinese port Ningbo signed a Memorandum of Cooperation.
Besides, they agreed on organization of container transportation between the ports.
The Chinese side plans to establish a distribution center in the port of Tallinn.
It will service their containerized cargoes and then the freights will be carried further to Europe, Russia and Scandinavian countries.
Oil Export via Ports to Be Controlled Better
The RF Federal Customs Service will strengthen the control over oil and products export via the sea port.
To do it, the Central Power Customs plans to take a number of joint measures in cooperation with the customs check-points of the North-Western and the Southern Customs in 2007.
This will touch upon the customs check points in the ports of Primorsk and Tuapse, the Yuzhno-Ozereevsky check point (Novorossiysk customs) and Oil Harbour Sheskharis in the port of Novorossiysk. Representatives of the Federal Customs Service refused to speak about the planned measures in details. «Mainly, coordination will be improved», a representative of the press-service said.
In 2006, the RF Federal Customs Service started the centralization of hydrocarbons export registration. Since December, only Central Power Customs and check points in ports have had the powers to register oil and products. Export from Sakhalin is registered at the South-Sakhalin customs check point.
In 2006, the Central Power Customs gathered about RUR 650 bln.
RF Ministry of Transport Reduces Rates on Oil Transportation
In its Decree #1 from January 9, 2007, the RF Ministry of Transport set privileged tariffs on transit transportation of crude oil and products by railway to the Black Sea and the Baltic Sea ports.
The Decree was registered in the Ministry of Justice on January 17 as Decree # 8780. It runs that till December 31, 2007, a 0.5 coefficient is to be applied to the rates of the Tariff policy of the CIS Railways for calculation of transportation fees for freight transportation in the public and private (rented) rolling stock, as well as for the backhaul of the private (rented) wagons used for the cargoes transportation, in indirect international railway-sea and direct railway-ferry communications. The coefficient is used for transit transportation of oil and products along the Russian railways to the ports of the Black Sea and the Baltic Sea.
Besides, the rates of the fees for transportation of oil and products from Turkmenistan via the ports of Makhachkala and Olya and transit transportation along the Russian railways in public and private (rented) rolling stock in indirect international railway-sea and direct international railway-ferry communications to the Black Sea and the Baltic Sea ports
Ukrzaliznytsya Increases Cost of Services
According to the Decree of the Ukrainian State Administration of Railway Transport (Ukrzaliznytsya), the rates of additional dues for services provided during freight transportation have been set for the current year.
Last year only some dues were increased (depending on the type of services). This year, all the dues will grow (+3-77%, depending on the type of Ukrzaliznytsya’s services). Thus, Ukrzaliznytsya exceeded the growth of dues of 2006, when the price increase was +17-60%.
The price for servicing of container and contrailer cargoes increased most of all. The growth of the cost of full and empty containers loading from wagons for the gauge of one width to the wagons for the gauge of another width amounted to 38.7% and 40% respectively. The price of the same service for containers of medium capacity (full and empty) and for contrailer units (loaded ones) grew by 40%. Besides, the cost of the service for empty contrailer units will make USD 28.16 per a dispatch. For the sake of comparison, in 2006 the cost of the service reduced by 4.7-6.4%.
There is a significant price increase for the following services: re-registration of transportation documents (+72%), freight defreezing (+39%), wagon transfer to a bogie for transportation along the railway with another gauge size (+37%). As for the last service, the company added a due on an empty private and rented wagon (USD 44.8 per axle). The expenses on customs clearance increased by 76.5%, and the cost of delays on the transit railways because of a consignor, a consignee or a forwarder grew by 37%.
The dues on servicing wagons at railway-ferry transportation also increased: rolling a wagon on and off the ferry +2.9% and +3.4% respectively.
The new Decree is in force till December 31, 2007.
OAO TransContainer: Block Trains Arrived to Naberezhnye Chelny
OAO TransContainer summed up the results of the demo-trips of the two block trains, which delivered the utilities for FIAT cars assembling to OAO Midget Cars Plant (incorporated into SeverstalAuto group). The total volume of the carried cargo amounted to 224 TEU.
The block trains departed from Novorossiysk on January 23 and 27, and arrived at the destination point (Naberezhnye Chelny) on January 25 and 29 respectively.
OAO TransContainer organized the dispatch of the trains in cooperation with OAO Commercial Sea Port of Novorossiysk.
It is decided that the trains will start to service the route in accordance with the schedule in Q1 of 2007. However, the press-secretary of OAO TransContainer Oleg Smolin said that the frequency of transportation on the route has not been decided on yet.
In the near future, in the framework of the strategic partnership between OAO TransContainer and OAO Commercial Sea Port of Novorossiysk, it is planned to launch new block trains on other routes, including Novorossiysk-Moscow line.
In 2006, 2.3 thousand block trains ran along the Russian Railways network. They carried 201.4 thousand TEU.
Georgian Railway Carried 22.6 Million Tons in 2006
Last year, OOO Georgian Railway increased its freight transportation volume by 19% year-on-year to 22.603 million. tons.
The share of oil and products amounted to 60%. In 2006, the Railway transported 13.534 million. tons of oil and products; growth made 2.122 million tons.
Dry cargoes transportation increased by 1.5 million tons to 9.069 million tons. The company explains such growth of throughput by two factors, i.e. the increase of transit transportation volume from Azerbaijan, Kazakhstan and Turkmenistan to the sea ports of Batumi and Poti and back, and the development of the railway infrastructure, supporting the increase of the railway’s carrying capacity.
Eesti Raudtee: Plans for Future
Recently in Tallinn, Chairman of the Board of Eesti Raudtee (Estonian railway) Kaido Simmermann claimed that the company plans to transport 48 million tons of cargoes in 2007.
The figure was 41.3 million tons in 2006 This year the throughput is expected to increase because of the development of the ports of Sillamae and Paldiski.
The company’s strategic plans envisage that Eesti Raudtee’s throughput is to amount to 55 million tons by 2010.
The company also plans to put into operation block trains on the routes Tallinn-Moscow, Tallinn-Alama-Aty and Tallinn-Odessa.
Kaido Simmermann also stated that Eesti Raudtee considers cars delivery to Russia a promising business. Negotiations about trailers transportation to Russia are held.
More Terminals to Be Constructed
In Vistino settlement (Leningrad Region) a terminal for cars and containers handling and an oil and products terminal will be built. The projects were discussed at the public hearings in December 2006.
The oil terminal with the capacity of 10 million tons is being constructed by OOO North-Western Alliance. Railway approaches to the terminal will be constructed at the investor’s expense. OOO New Harbour constructs the terminal with the handling capacity of 1.7 million 20-foot containers and 250 thousand cars. Other projects, presented at the hearings, are construction of the base of the Rosmorport’s Ust-Luga affiliate in the port of Ust-Luga, and OOO Ust-Luga Bunkering Complex, owned by Transgroup AS company.
Vistino settlement is 100 km away from Saint Petersburg, and it is several kilometers to the North from the port of Ust-Luga.
Kazakhstan Temir Zholy Increased Throughput by 11%
In 2006, the throughput of Kazakhstan Temir Zholy increased by 11% year-on-year to 190 bln t/km, reported the Chairman of the Board of AO Kazakhstan Holding Company for State Assets «Samruk» Management Sauat Mynbaev.
«The passenger turnover grew by 12% year-on-year», he said.
S. Mynbaev noted that the net non-audit profit of Kazakhstan Temir Zholy, according to the results of the International Standards of Financial Accounting, amounted to USD 266 million. In 2005, company’s losses made USD 142 million.
The net profit of Kazakhstan Temir Zholy was caused by capitalization of basic assets and tariffs increase.
For hot news visit www.rzd-partner.com
[~DETAIL_TEXT] => In his words, the carrying capacities of the Karymskaya-Zabaikalsk border crossing are to be enlarged in 2007. Thus, in future the company will be able to increase oil transportation volume to 30 million tons annually.
Commenting on the question of the advantages of railway oil transportation to the states of Asian and Pacific region, the company’s First Vice-President noted, «Pipeline transport is most efficient, when it is used at the full capacity. At present, we doubt it. Transportation by railway is not so risky, since we react to the changes of loading volume faster and we have enough rolling stock». Vadim Morozov assured that OAO RZD’s carrying capacities and tank-wagons park can carry the whole volume of oil products. «If there is no oil, we will transport other cargoes, for example, the volumes of export timber and ore grow constantly. Still, I would like to stress it once again: we are ready to transport up to 30 million tons of oil».
Chinese Containers Will Be Transported via Tallinn
Recently the top-management of AS Tallinna Sadam (port of Tallinn) and representatives
of the Chinese port Ningbo signed a Memorandum of Cooperation.
Besides, they agreed on organization of container transportation between the ports.
The Chinese side plans to establish a distribution center in the port of Tallinn.
It will service their containerized cargoes and then the freights will be carried further to Europe, Russia and Scandinavian countries.
Oil Export via Ports to Be Controlled Better
The RF Federal Customs Service will strengthen the control over oil and products export via the sea port.
To do it, the Central Power Customs plans to take a number of joint measures in cooperation with the customs check-points of the North-Western and the Southern Customs in 2007.
This will touch upon the customs check points in the ports of Primorsk and Tuapse, the Yuzhno-Ozereevsky check point (Novorossiysk customs) and Oil Harbour Sheskharis in the port of Novorossiysk. Representatives of the Federal Customs Service refused to speak about the planned measures in details. «Mainly, coordination will be improved», a representative of the press-service said.
In 2006, the RF Federal Customs Service started the centralization of hydrocarbons export registration. Since December, only Central Power Customs and check points in ports have had the powers to register oil and products. Export from Sakhalin is registered at the South-Sakhalin customs check point.
In 2006, the Central Power Customs gathered about RUR 650 bln.
RF Ministry of Transport Reduces Rates on Oil Transportation
In its Decree #1 from January 9, 2007, the RF Ministry of Transport set privileged tariffs on transit transportation of crude oil and products by railway to the Black Sea and the Baltic Sea ports.
The Decree was registered in the Ministry of Justice on January 17 as Decree # 8780. It runs that till December 31, 2007, a 0.5 coefficient is to be applied to the rates of the Tariff policy of the CIS Railways for calculation of transportation fees for freight transportation in the public and private (rented) rolling stock, as well as for the backhaul of the private (rented) wagons used for the cargoes transportation, in indirect international railway-sea and direct railway-ferry communications. The coefficient is used for transit transportation of oil and products along the Russian railways to the ports of the Black Sea and the Baltic Sea.
Besides, the rates of the fees for transportation of oil and products from Turkmenistan via the ports of Makhachkala and Olya and transit transportation along the Russian railways in public and private (rented) rolling stock in indirect international railway-sea and direct international railway-ferry communications to the Black Sea and the Baltic Sea ports
Ukrzaliznytsya Increases Cost of Services
According to the Decree of the Ukrainian State Administration of Railway Transport (Ukrzaliznytsya), the rates of additional dues for services provided during freight transportation have been set for the current year.
Last year only some dues were increased (depending on the type of services). This year, all the dues will grow (+3-77%, depending on the type of Ukrzaliznytsya’s services). Thus, Ukrzaliznytsya exceeded the growth of dues of 2006, when the price increase was +17-60%.
The price for servicing of container and contrailer cargoes increased most of all. The growth of the cost of full and empty containers loading from wagons for the gauge of one width to the wagons for the gauge of another width amounted to 38.7% and 40% respectively. The price of the same service for containers of medium capacity (full and empty) and for contrailer units (loaded ones) grew by 40%. Besides, the cost of the service for empty contrailer units will make USD 28.16 per a dispatch. For the sake of comparison, in 2006 the cost of the service reduced by 4.7-6.4%.
There is a significant price increase for the following services: re-registration of transportation documents (+72%), freight defreezing (+39%), wagon transfer to a bogie for transportation along the railway with another gauge size (+37%). As for the last service, the company added a due on an empty private and rented wagon (USD 44.8 per axle). The expenses on customs clearance increased by 76.5%, and the cost of delays on the transit railways because of a consignor, a consignee or a forwarder grew by 37%.
The dues on servicing wagons at railway-ferry transportation also increased: rolling a wagon on and off the ferry +2.9% and +3.4% respectively.
The new Decree is in force till December 31, 2007.
OAO TransContainer: Block Trains Arrived to Naberezhnye Chelny
OAO TransContainer summed up the results of the demo-trips of the two block trains, which delivered the utilities for FIAT cars assembling to OAO Midget Cars Plant (incorporated into SeverstalAuto group). The total volume of the carried cargo amounted to 224 TEU.
The block trains departed from Novorossiysk on January 23 and 27, and arrived at the destination point (Naberezhnye Chelny) on January 25 and 29 respectively.
OAO TransContainer organized the dispatch of the trains in cooperation with OAO Commercial Sea Port of Novorossiysk.
It is decided that the trains will start to service the route in accordance with the schedule in Q1 of 2007. However, the press-secretary of OAO TransContainer Oleg Smolin said that the frequency of transportation on the route has not been decided on yet.
In the near future, in the framework of the strategic partnership between OAO TransContainer and OAO Commercial Sea Port of Novorossiysk, it is planned to launch new block trains on other routes, including Novorossiysk-Moscow line.
In 2006, 2.3 thousand block trains ran along the Russian Railways network. They carried 201.4 thousand TEU.
Georgian Railway Carried 22.6 Million Tons in 2006
Last year, OOO Georgian Railway increased its freight transportation volume by 19% year-on-year to 22.603 million. tons.
The share of oil and products amounted to 60%. In 2006, the Railway transported 13.534 million. tons of oil and products; growth made 2.122 million tons.
Dry cargoes transportation increased by 1.5 million tons to 9.069 million tons. The company explains such growth of throughput by two factors, i.e. the increase of transit transportation volume from Azerbaijan, Kazakhstan and Turkmenistan to the sea ports of Batumi and Poti and back, and the development of the railway infrastructure, supporting the increase of the railway’s carrying capacity.
Eesti Raudtee: Plans for Future
Recently in Tallinn, Chairman of the Board of Eesti Raudtee (Estonian railway) Kaido Simmermann claimed that the company plans to transport 48 million tons of cargoes in 2007.
The figure was 41.3 million tons in 2006 This year the throughput is expected to increase because of the development of the ports of Sillamae and Paldiski.
The company’s strategic plans envisage that Eesti Raudtee’s throughput is to amount to 55 million tons by 2010.
The company also plans to put into operation block trains on the routes Tallinn-Moscow, Tallinn-Alama-Aty and Tallinn-Odessa.
Kaido Simmermann also stated that Eesti Raudtee considers cars delivery to Russia a promising business. Negotiations about trailers transportation to Russia are held.
More Terminals to Be Constructed
In Vistino settlement (Leningrad Region) a terminal for cars and containers handling and an oil and products terminal will be built. The projects were discussed at the public hearings in December 2006.
The oil terminal with the capacity of 10 million tons is being constructed by OOO North-Western Alliance. Railway approaches to the terminal will be constructed at the investor’s expense. OOO New Harbour constructs the terminal with the handling capacity of 1.7 million 20-foot containers and 250 thousand cars. Other projects, presented at the hearings, are construction of the base of the Rosmorport’s Ust-Luga affiliate in the port of Ust-Luga, and OOO Ust-Luga Bunkering Complex, owned by Transgroup AS company.
Vistino settlement is 100 km away from Saint Petersburg, and it is several kilometers to the North from the port of Ust-Luga.
Kazakhstan Temir Zholy Increased Throughput by 11%
In 2006, the throughput of Kazakhstan Temir Zholy increased by 11% year-on-year to 190 bln t/km, reported the Chairman of the Board of AO Kazakhstan Holding Company for State Assets «Samruk» Management Sauat Mynbaev.
«The passenger turnover grew by 12% year-on-year», he said.
S. Mynbaev noted that the net non-audit profit of Kazakhstan Temir Zholy, according to the results of the International Standards of Financial Accounting, amounted to USD 266 million. In 2005, company’s losses made USD 142 million.
The net profit of Kazakhstan Temir Zholy was caused by capitalization of basic assets and tariffs increase.
For hot news visit www.rzd-partner.com
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«To increase the volume of container transportation via the Transsib to China to one million TEU per annum by 2010 is a target that can be reached. Nowadays, the new tariff transit policy for container transportation has been developed, and the annual dynamics of the growth amounts to 13-14%», stated First Vice-President of OAO RZD Vadim Morozov...
[~PREVIEW_TEXT] => Target Can Be Reached
«To increase the volume of container transportation via the Transsib to China to one million TEU per annum by 2010 is a target that can be reached. Nowadays, the new tariff transit policy for container transportation has been developed, and the annual dynamics of the growth amounts to 13-14%», stated First Vice-President of OAO RZD Vadim Morozov...
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[DETAIL_TEXT] => In his words, the carrying capacities of the Karymskaya-Zabaikalsk border crossing are to be enlarged in 2007. Thus, in future the company will be able to increase oil transportation volume to 30 million tons annually.
Commenting on the question of the advantages of railway oil transportation to the states of Asian and Pacific region, the company’s First Vice-President noted, «Pipeline transport is most efficient, when it is used at the full capacity. At present, we doubt it. Transportation by railway is not so risky, since we react to the changes of loading volume faster and we have enough rolling stock». Vadim Morozov assured that OAO RZD’s carrying capacities and tank-wagons park can carry the whole volume of oil products. «If there is no oil, we will transport other cargoes, for example, the volumes of export timber and ore grow constantly. Still, I would like to stress it once again: we are ready to transport up to 30 million tons of oil».
Chinese Containers Will Be Transported via Tallinn
Recently the top-management of AS Tallinna Sadam (port of Tallinn) and representatives
of the Chinese port Ningbo signed a Memorandum of Cooperation.
Besides, they agreed on organization of container transportation between the ports.
The Chinese side plans to establish a distribution center in the port of Tallinn.
It will service their containerized cargoes and then the freights will be carried further to Europe, Russia and Scandinavian countries.
Oil Export via Ports to Be Controlled Better
The RF Federal Customs Service will strengthen the control over oil and products export via the sea port.
To do it, the Central Power Customs plans to take a number of joint measures in cooperation with the customs check-points of the North-Western and the Southern Customs in 2007.
This will touch upon the customs check points in the ports of Primorsk and Tuapse, the Yuzhno-Ozereevsky check point (Novorossiysk customs) and Oil Harbour Sheskharis in the port of Novorossiysk. Representatives of the Federal Customs Service refused to speak about the planned measures in details. «Mainly, coordination will be improved», a representative of the press-service said.
In 2006, the RF Federal Customs Service started the centralization of hydrocarbons export registration. Since December, only Central Power Customs and check points in ports have had the powers to register oil and products. Export from Sakhalin is registered at the South-Sakhalin customs check point.
In 2006, the Central Power Customs gathered about RUR 650 bln.
RF Ministry of Transport Reduces Rates on Oil Transportation
In its Decree #1 from January 9, 2007, the RF Ministry of Transport set privileged tariffs on transit transportation of crude oil and products by railway to the Black Sea and the Baltic Sea ports.
The Decree was registered in the Ministry of Justice on January 17 as Decree # 8780. It runs that till December 31, 2007, a 0.5 coefficient is to be applied to the rates of the Tariff policy of the CIS Railways for calculation of transportation fees for freight transportation in the public and private (rented) rolling stock, as well as for the backhaul of the private (rented) wagons used for the cargoes transportation, in indirect international railway-sea and direct railway-ferry communications. The coefficient is used for transit transportation of oil and products along the Russian railways to the ports of the Black Sea and the Baltic Sea.
Besides, the rates of the fees for transportation of oil and products from Turkmenistan via the ports of Makhachkala and Olya and transit transportation along the Russian railways in public and private (rented) rolling stock in indirect international railway-sea and direct international railway-ferry communications to the Black Sea and the Baltic Sea ports
Ukrzaliznytsya Increases Cost of Services
According to the Decree of the Ukrainian State Administration of Railway Transport (Ukrzaliznytsya), the rates of additional dues for services provided during freight transportation have been set for the current year.
Last year only some dues were increased (depending on the type of services). This year, all the dues will grow (+3-77%, depending on the type of Ukrzaliznytsya’s services). Thus, Ukrzaliznytsya exceeded the growth of dues of 2006, when the price increase was +17-60%.
The price for servicing of container and contrailer cargoes increased most of all. The growth of the cost of full and empty containers loading from wagons for the gauge of one width to the wagons for the gauge of another width amounted to 38.7% and 40% respectively. The price of the same service for containers of medium capacity (full and empty) and for contrailer units (loaded ones) grew by 40%. Besides, the cost of the service for empty contrailer units will make USD 28.16 per a dispatch. For the sake of comparison, in 2006 the cost of the service reduced by 4.7-6.4%.
There is a significant price increase for the following services: re-registration of transportation documents (+72%), freight defreezing (+39%), wagon transfer to a bogie for transportation along the railway with another gauge size (+37%). As for the last service, the company added a due on an empty private and rented wagon (USD 44.8 per axle). The expenses on customs clearance increased by 76.5%, and the cost of delays on the transit railways because of a consignor, a consignee or a forwarder grew by 37%.
The dues on servicing wagons at railway-ferry transportation also increased: rolling a wagon on and off the ferry +2.9% and +3.4% respectively.
The new Decree is in force till December 31, 2007.
OAO TransContainer: Block Trains Arrived to Naberezhnye Chelny
OAO TransContainer summed up the results of the demo-trips of the two block trains, which delivered the utilities for FIAT cars assembling to OAO Midget Cars Plant (incorporated into SeverstalAuto group). The total volume of the carried cargo amounted to 224 TEU.
The block trains departed from Novorossiysk on January 23 and 27, and arrived at the destination point (Naberezhnye Chelny) on January 25 and 29 respectively.
OAO TransContainer organized the dispatch of the trains in cooperation with OAO Commercial Sea Port of Novorossiysk.
It is decided that the trains will start to service the route in accordance with the schedule in Q1 of 2007. However, the press-secretary of OAO TransContainer Oleg Smolin said that the frequency of transportation on the route has not been decided on yet.
In the near future, in the framework of the strategic partnership between OAO TransContainer and OAO Commercial Sea Port of Novorossiysk, it is planned to launch new block trains on other routes, including Novorossiysk-Moscow line.
In 2006, 2.3 thousand block trains ran along the Russian Railways network. They carried 201.4 thousand TEU.
Georgian Railway Carried 22.6 Million Tons in 2006
Last year, OOO Georgian Railway increased its freight transportation volume by 19% year-on-year to 22.603 million. tons.
The share of oil and products amounted to 60%. In 2006, the Railway transported 13.534 million. tons of oil and products; growth made 2.122 million tons.
Dry cargoes transportation increased by 1.5 million tons to 9.069 million tons. The company explains such growth of throughput by two factors, i.e. the increase of transit transportation volume from Azerbaijan, Kazakhstan and Turkmenistan to the sea ports of Batumi and Poti and back, and the development of the railway infrastructure, supporting the increase of the railway’s carrying capacity.
Eesti Raudtee: Plans for Future
Recently in Tallinn, Chairman of the Board of Eesti Raudtee (Estonian railway) Kaido Simmermann claimed that the company plans to transport 48 million tons of cargoes in 2007.
The figure was 41.3 million tons in 2006 This year the throughput is expected to increase because of the development of the ports of Sillamae and Paldiski.
The company’s strategic plans envisage that Eesti Raudtee’s throughput is to amount to 55 million tons by 2010.
The company also plans to put into operation block trains on the routes Tallinn-Moscow, Tallinn-Alama-Aty and Tallinn-Odessa.
Kaido Simmermann also stated that Eesti Raudtee considers cars delivery to Russia a promising business. Negotiations about trailers transportation to Russia are held.
More Terminals to Be Constructed
In Vistino settlement (Leningrad Region) a terminal for cars and containers handling and an oil and products terminal will be built. The projects were discussed at the public hearings in December 2006.
The oil terminal with the capacity of 10 million tons is being constructed by OOO North-Western Alliance. Railway approaches to the terminal will be constructed at the investor’s expense. OOO New Harbour constructs the terminal with the handling capacity of 1.7 million 20-foot containers and 250 thousand cars. Other projects, presented at the hearings, are construction of the base of the Rosmorport’s Ust-Luga affiliate in the port of Ust-Luga, and OOO Ust-Luga Bunkering Complex, owned by Transgroup AS company.
Vistino settlement is 100 km away from Saint Petersburg, and it is several kilometers to the North from the port of Ust-Luga.
Kazakhstan Temir Zholy Increased Throughput by 11%
In 2006, the throughput of Kazakhstan Temir Zholy increased by 11% year-on-year to 190 bln t/km, reported the Chairman of the Board of AO Kazakhstan Holding Company for State Assets «Samruk» Management Sauat Mynbaev.
«The passenger turnover grew by 12% year-on-year», he said.
S. Mynbaev noted that the net non-audit profit of Kazakhstan Temir Zholy, according to the results of the International Standards of Financial Accounting, amounted to USD 266 million. In 2005, company’s losses made USD 142 million.
The net profit of Kazakhstan Temir Zholy was caused by capitalization of basic assets and tariffs increase.
For hot news visit www.rzd-partner.com
[~DETAIL_TEXT] => In his words, the carrying capacities of the Karymskaya-Zabaikalsk border crossing are to be enlarged in 2007. Thus, in future the company will be able to increase oil transportation volume to 30 million tons annually.
Commenting on the question of the advantages of railway oil transportation to the states of Asian and Pacific region, the company’s First Vice-President noted, «Pipeline transport is most efficient, when it is used at the full capacity. At present, we doubt it. Transportation by railway is not so risky, since we react to the changes of loading volume faster and we have enough rolling stock». Vadim Morozov assured that OAO RZD’s carrying capacities and tank-wagons park can carry the whole volume of oil products. «If there is no oil, we will transport other cargoes, for example, the volumes of export timber and ore grow constantly. Still, I would like to stress it once again: we are ready to transport up to 30 million tons of oil».
Chinese Containers Will Be Transported via Tallinn
Recently the top-management of AS Tallinna Sadam (port of Tallinn) and representatives
of the Chinese port Ningbo signed a Memorandum of Cooperation.
Besides, they agreed on organization of container transportation between the ports.
The Chinese side plans to establish a distribution center in the port of Tallinn.
It will service their containerized cargoes and then the freights will be carried further to Europe, Russia and Scandinavian countries.
Oil Export via Ports to Be Controlled Better
The RF Federal Customs Service will strengthen the control over oil and products export via the sea port.
To do it, the Central Power Customs plans to take a number of joint measures in cooperation with the customs check-points of the North-Western and the Southern Customs in 2007.
This will touch upon the customs check points in the ports of Primorsk and Tuapse, the Yuzhno-Ozereevsky check point (Novorossiysk customs) and Oil Harbour Sheskharis in the port of Novorossiysk. Representatives of the Federal Customs Service refused to speak about the planned measures in details. «Mainly, coordination will be improved», a representative of the press-service said.
In 2006, the RF Federal Customs Service started the centralization of hydrocarbons export registration. Since December, only Central Power Customs and check points in ports have had the powers to register oil and products. Export from Sakhalin is registered at the South-Sakhalin customs check point.
In 2006, the Central Power Customs gathered about RUR 650 bln.
RF Ministry of Transport Reduces Rates on Oil Transportation
In its Decree #1 from January 9, 2007, the RF Ministry of Transport set privileged tariffs on transit transportation of crude oil and products by railway to the Black Sea and the Baltic Sea ports.
The Decree was registered in the Ministry of Justice on January 17 as Decree # 8780. It runs that till December 31, 2007, a 0.5 coefficient is to be applied to the rates of the Tariff policy of the CIS Railways for calculation of transportation fees for freight transportation in the public and private (rented) rolling stock, as well as for the backhaul of the private (rented) wagons used for the cargoes transportation, in indirect international railway-sea and direct railway-ferry communications. The coefficient is used for transit transportation of oil and products along the Russian railways to the ports of the Black Sea and the Baltic Sea.
Besides, the rates of the fees for transportation of oil and products from Turkmenistan via the ports of Makhachkala and Olya and transit transportation along the Russian railways in public and private (rented) rolling stock in indirect international railway-sea and direct international railway-ferry communications to the Black Sea and the Baltic Sea ports
Ukrzaliznytsya Increases Cost of Services
According to the Decree of the Ukrainian State Administration of Railway Transport (Ukrzaliznytsya), the rates of additional dues for services provided during freight transportation have been set for the current year.
Last year only some dues were increased (depending on the type of services). This year, all the dues will grow (+3-77%, depending on the type of Ukrzaliznytsya’s services). Thus, Ukrzaliznytsya exceeded the growth of dues of 2006, when the price increase was +17-60%.
The price for servicing of container and contrailer cargoes increased most of all. The growth of the cost of full and empty containers loading from wagons for the gauge of one width to the wagons for the gauge of another width amounted to 38.7% and 40% respectively. The price of the same service for containers of medium capacity (full and empty) and for contrailer units (loaded ones) grew by 40%. Besides, the cost of the service for empty contrailer units will make USD 28.16 per a dispatch. For the sake of comparison, in 2006 the cost of the service reduced by 4.7-6.4%.
There is a significant price increase for the following services: re-registration of transportation documents (+72%), freight defreezing (+39%), wagon transfer to a bogie for transportation along the railway with another gauge size (+37%). As for the last service, the company added a due on an empty private and rented wagon (USD 44.8 per axle). The expenses on customs clearance increased by 76.5%, and the cost of delays on the transit railways because of a consignor, a consignee or a forwarder grew by 37%.
The dues on servicing wagons at railway-ferry transportation also increased: rolling a wagon on and off the ferry +2.9% and +3.4% respectively.
The new Decree is in force till December 31, 2007.
OAO TransContainer: Block Trains Arrived to Naberezhnye Chelny
OAO TransContainer summed up the results of the demo-trips of the two block trains, which delivered the utilities for FIAT cars assembling to OAO Midget Cars Plant (incorporated into SeverstalAuto group). The total volume of the carried cargo amounted to 224 TEU.
The block trains departed from Novorossiysk on January 23 and 27, and arrived at the destination point (Naberezhnye Chelny) on January 25 and 29 respectively.
OAO TransContainer organized the dispatch of the trains in cooperation with OAO Commercial Sea Port of Novorossiysk.
It is decided that the trains will start to service the route in accordance with the schedule in Q1 of 2007. However, the press-secretary of OAO TransContainer Oleg Smolin said that the frequency of transportation on the route has not been decided on yet.
In the near future, in the framework of the strategic partnership between OAO TransContainer and OAO Commercial Sea Port of Novorossiysk, it is planned to launch new block trains on other routes, including Novorossiysk-Moscow line.
In 2006, 2.3 thousand block trains ran along the Russian Railways network. They carried 201.4 thousand TEU.
Georgian Railway Carried 22.6 Million Tons in 2006
Last year, OOO Georgian Railway increased its freight transportation volume by 19% year-on-year to 22.603 million. tons.
The share of oil and products amounted to 60%. In 2006, the Railway transported 13.534 million. tons of oil and products; growth made 2.122 million tons.
Dry cargoes transportation increased by 1.5 million tons to 9.069 million tons. The company explains such growth of throughput by two factors, i.e. the increase of transit transportation volume from Azerbaijan, Kazakhstan and Turkmenistan to the sea ports of Batumi and Poti and back, and the development of the railway infrastructure, supporting the increase of the railway’s carrying capacity.
Eesti Raudtee: Plans for Future
Recently in Tallinn, Chairman of the Board of Eesti Raudtee (Estonian railway) Kaido Simmermann claimed that the company plans to transport 48 million tons of cargoes in 2007.
The figure was 41.3 million tons in 2006 This year the throughput is expected to increase because of the development of the ports of Sillamae and Paldiski.
The company’s strategic plans envisage that Eesti Raudtee’s throughput is to amount to 55 million tons by 2010.
The company also plans to put into operation block trains on the routes Tallinn-Moscow, Tallinn-Alama-Aty and Tallinn-Odessa.
Kaido Simmermann also stated that Eesti Raudtee considers cars delivery to Russia a promising business. Negotiations about trailers transportation to Russia are held.
More Terminals to Be Constructed
In Vistino settlement (Leningrad Region) a terminal for cars and containers handling and an oil and products terminal will be built. The projects were discussed at the public hearings in December 2006.
The oil terminal with the capacity of 10 million tons is being constructed by OOO North-Western Alliance. Railway approaches to the terminal will be constructed at the investor’s expense. OOO New Harbour constructs the terminal with the handling capacity of 1.7 million 20-foot containers and 250 thousand cars. Other projects, presented at the hearings, are construction of the base of the Rosmorport’s Ust-Luga affiliate in the port of Ust-Luga, and OOO Ust-Luga Bunkering Complex, owned by Transgroup AS company.
Vistino settlement is 100 km away from Saint Petersburg, and it is several kilometers to the North from the port of Ust-Luga.
Kazakhstan Temir Zholy Increased Throughput by 11%
In 2006, the throughput of Kazakhstan Temir Zholy increased by 11% year-on-year to 190 bln t/km, reported the Chairman of the Board of AO Kazakhstan Holding Company for State Assets «Samruk» Management Sauat Mynbaev.
«The passenger turnover grew by 12% year-on-year», he said.
S. Mynbaev noted that the net non-audit profit of Kazakhstan Temir Zholy, according to the results of the International Standards of Financial Accounting, amounted to USD 266 million. In 2005, company’s losses made USD 142 million.
The net profit of Kazakhstan Temir Zholy was caused by capitalization of basic assets and tariffs increase.
For hot news visit www.rzd-partner.com
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«To increase the volume of container transportation via the Transsib to China to one million TEU per annum by 2010 is a target that can be reached. Nowadays, the new tariff transit policy for container transportation has been developed, and the annual dynamics of the growth amounts to 13-14%», stated First Vice-President of OAO RZD Vadim Morozov...
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«To increase the volume of container transportation via the Transsib to China to one million TEU per annum by 2010 is a target that can be reached. Nowadays, the new tariff transit policy for container transportation has been developed, and the annual dynamics of the growth amounts to 13-14%», stated First Vice-President of OAO RZD Vadim Morozov...
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Last year was such a period for Ukraine, when the state started to revise the conditions of the transport sector for the first time, which was a practically unprecedented event in the history of independent Ukraine.Array
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[DETAIL_TEXT] => The acting Cabinet of Ministers set the target of putting the transport sector into the export-making sector of Ukraine. A course was taken for the objects of transport infrastructure to remain in the state’s property. That caused a relative rotation of top-managers in the largest state enterprises, and strengthening of the management vertical in the sector. Besides, the state changed the financial priorities in its attitude to the transport state sector. The change of priorities was favourable for the society, because the earlier stagnating transport sector started to develop. Finally, the work of the transport sector became more transparent. The acting Cabinet declared it to be an element of the «balance of interests between industrialists and transport».
To Save and Increase
The structure of management and functioning of Ukrzaliznytsya (the Urkainian Railway) turned to be the most relevant to the new course. The previous Ministry of Transport and Communication prepared 91 individual objects and 32 industrial and railway transport enterprises for privatization, while the acting top-management of the sector and Ukrzaliznytsya started to speak about Ukrzaliznytsya’s keeping its current status. Another characteristic feature is that the railway transport reform is being prepared very slowly. The necessity of keeping 100% of the future GAK Ukrainian Railways in the state property is highlighted again and again, while the reform itself becomes a deed of the future. «This year there will be no structural changes. They must be held later, during the reformation of the sector», stated the CEO of Ukrzaliznytsya V. Kozak at the beginning of the year.
If for Ukraliznytsya it was enough to change the management, the port sector management structure was to be restored step-by-step. By the time of changes in the Cabinet, the administration of commercial sea ports turned out to be paralyzed, which was confirmed by the Ukrainian Minister of Transport and Communication Nikolay Rudkovsky, «I can see that the management of the sector is completely destroyed. Everyone does what they want; the profile department does not follow the policy. The enterprises managed by the Ministry are the state’s property; however, the top-managers treat them as their own». The pilot sector of Ukraine was the only exception. It managed to accumulate the capacities for the development of its profile activities, and for carrying out the strategic state target of reconstructing the Danube – the Black Sea water communication via the Ukrainian part of the delta. «We will look for other forms of port sector management, perhaps, we will launch a concern», said the Minister. The idea of the concern Ukrmorport supported by the Government skids; obviously it has been caused by the same ideas of maintaining a definite management gap as a guarantee of the «balance of interests» mentioned before. Instead, it is offered that the ports attracted private investments (their form is still under discussion). As for the close to ports areas, on which private companies operate, they are to be taken away from them. The Ukrainian shipbuilding sector gets orders from the state (so far ephemeral ones). The backbone of the policy is the state’s ownership for the ports.
Self-Development
The producing capacities of Ukrzaliznytsya have been involved into the process of the renewal of the company’s transportation capacities, which coincides with the idea of the transport state sector obedience to the large industrial lobby. The basis of the project includes the Darnitsky, the Popasnyansky and the Stryisky wagon repair plants. Speaking of the prospects for this year, V. Kozak said, «During the years of their operation, the wagon repair enterprises of Ukrzaliznytsya produced only 150 wagons. But this year we plan that the volume will increase to 4,500 units. To do it, the plants will give up the repair works. Besides, we are going to intensify the work with the enterprises which produce spare parts for wagons».
Such a position is demonstrated to railmen simultaneously with the intention to minimize the use of the services of the Ukrainian wagon building by 2009». According to the plan for 2007, 4.5 thousand wagons are to be purchased at the wagon repair plants. About 9 thousand wagons are to be bought all in all. I would like to clear it up right now: we will purchase the production of the enterprises that offer the best terms», emphasized V. Kozak. According to the estimations of Ukrzaliznytsya, the current prices of Ukrainian producers are higher than those of foreign ones (the potential alternatives are Russian, Polish and Chinese producers). Besides, Ukrzaliznytsya refers to the refusal of Ukrainian companies to take its orders, because they are oriented at a foreign (first of all, Russian) customer.
In their turn, Ukrainian wagon building plants explain the situation by the growth of expenses and the lack of long-term orders from Ukrzaliznytsya, which made them look for other clients. According to experts’ estimations, over 80% of Ukrainian wagon building companies export their production; the sector services 25% of the Russian market.
On the whole, the year 2007 can be considered the most important for the renewal of Ukrzaliznytsya’s basic funds. Nowadays, the total deterioration of the company’s funds is 56%, including the deterioration of rolling stock and locomotives by 60-70% and 80-90% respectively. Starting from 2007, the monopolist is going to increase the rates of rolling stock renewal radically (paying much attention to the freight constituent). The sources of financing are railways’ own means, credit resources of international bank institutions, and leasing. The monopolist is eager to compensate for the lack of rolling stock, and he does it for industrial companies. Commenting on the prospects of 2007, the Head of Ukrzaliznytsya V. Kozak said, «The renewal of the gondola cars park will withdraw the reasonable criticism that we hear from consignors and consignees. Then we will not be slowing down the economy and the development of companies’ investments into their production».
Unfortunately, the port sector cannot say that it has such prospects for investing into basic funds. Considering this fact, the Ministry of Transport and Communication emphasized a real target – increase of the financial return from the existing capacities. The urgent nature of the problem was proved by the analysis of the financial and economic activities of the ports. «Let’s tell each other the truth: maintaining the sector in such conditions any longer is impermissible. We can lose the ports, and the fleet», stated Deputy Minister, responsible for the sea sector, Vladimir Kornienko. The revenues of the ports, including the largest ones, decrease; thus, the budget payments also reduce. It turned out that the sea sector earns about USD 1.2 bln per annum, and spends the same sum to operate further. The volume of capital investments reduced, which leads to the ageing of the basic funds. Thus, the deterioration of basic funds has reached 60-70%, including 90-95% for gantry cranes. Despite the obvious stagnation of the port sector, the Ukrainian Ministry did not rush to develop the programmes of ways out of the crisis. In fact, the ports faced their investment problems without anyone to support them. The Ministry failed both to attract means of foreign sponsors (the credit project of the EBRD in the Ilyichevsk port has not been carried out) and to solve conceptual legislative problems (for example, the conflict between the port of Odessa and the government of the city about the project of a container terminal). They also failed to define the general scheme of ports development (the law on ports is not approved, and the state programme of ports development is not developed).
Can the State See Better?
The most conceptual step of the acting Cabinet of Ministers is the abolishment of the fatal for Ukrzaliznytsya and ports normative act about absorbing the state companies’ net profit into the budget. In 2006 the normative act was in force, in 2007 the sum was reduced to 15%, and it is planned to abolish it starting from 2008. In fact, one of the largest obstacles for further development has been broken. However, there is still another blocking factor – the mechanism of state purchases, which falls beyond the market.
Another serious step of the Cabinet, which used its right to regulate tariffs on railway and port services, was taken in January, when the level of tariffs on railway freight transportation and stevedoring rates were «frozen». However, the state promises to railmen that the freight tariffs will be leveled when the country joins the WTO (and it is a serious price reserve of +25% comparing to the current basic tariffs), while no privileges are given to ports. The offered increase of the stevedoring rates by 30% is postponed by the Cabinet. In practice, the basic port tariffs have increased for the second time since Ukraine became an independent state (the first growth took place in 2004 and it made +15%).For the sake of comparison, during this period, the freight tariffs of Ukrzaliznytsya were increased sixfold. The representatives of the Ukrainian industrial sector are not eager to invest into the development of the state port capacities, preferring to organize «private» handling.
Private companies-operators gave up their fight for tariff preferences. The rates of growth of the private rolling stock part reduced. For example, in 2005, the growth of the private wagon park made 11.9% in Ukraine, while in 2006 the figure was only 8%. Why will a private company go in for expenses, if Ukrzaliznytsya has started to renew its freight wagon park? «Several years ago we sold 20-25% of the produced wagons on the Ukrainian market (but not to the railway monopolist). Nowadays, the process of private wagon park development has stopped», said President of OAO Kryukovsky Wagon Building Plant Vladimir Prikhodko.
On the other hand, the companies must have drawn a conclusion after the abolishment of tariff preferences in 2006 which were to stimulate private companies to purchase wagons.
Another fact we would like to mention is the putting on hold of the new Tariff Regulation of Ukraliznytsya adoption, as developed in 2006. Representatives of the mining and metal sector of Ukraine were discontented by the envisaged tariffs growth of 4-5%. The growth does not exceed the inflation rate, still the document was postponed. Experts believe that such a slowing-down can lead to the ageing of the normative base of expenses, on which the document was based (it was formed according to the market situation in 2005 – H1 of 2006). Answering the question regarding the situation, V. Kozak said, «I believe that the document is not out of date, although some corrections are possible. As for the time of putting it into operation, nothing prevents our work. Still, we have a lot to do, and we operate in a normal way».
Vladimir Katkevich
[~DETAIL_TEXT] => The acting Cabinet of Ministers set the target of putting the transport sector into the export-making sector of Ukraine. A course was taken for the objects of transport infrastructure to remain in the state’s property. That caused a relative rotation of top-managers in the largest state enterprises, and strengthening of the management vertical in the sector. Besides, the state changed the financial priorities in its attitude to the transport state sector. The change of priorities was favourable for the society, because the earlier stagnating transport sector started to develop. Finally, the work of the transport sector became more transparent. The acting Cabinet declared it to be an element of the «balance of interests between industrialists and transport».
To Save and Increase
The structure of management and functioning of Ukrzaliznytsya (the Urkainian Railway) turned to be the most relevant to the new course. The previous Ministry of Transport and Communication prepared 91 individual objects and 32 industrial and railway transport enterprises for privatization, while the acting top-management of the sector and Ukrzaliznytsya started to speak about Ukrzaliznytsya’s keeping its current status. Another characteristic feature is that the railway transport reform is being prepared very slowly. The necessity of keeping 100% of the future GAK Ukrainian Railways in the state property is highlighted again and again, while the reform itself becomes a deed of the future. «This year there will be no structural changes. They must be held later, during the reformation of the sector», stated the CEO of Ukrzaliznytsya V. Kozak at the beginning of the year.
If for Ukraliznytsya it was enough to change the management, the port sector management structure was to be restored step-by-step. By the time of changes in the Cabinet, the administration of commercial sea ports turned out to be paralyzed, which was confirmed by the Ukrainian Minister of Transport and Communication Nikolay Rudkovsky, «I can see that the management of the sector is completely destroyed. Everyone does what they want; the profile department does not follow the policy. The enterprises managed by the Ministry are the state’s property; however, the top-managers treat them as their own». The pilot sector of Ukraine was the only exception. It managed to accumulate the capacities for the development of its profile activities, and for carrying out the strategic state target of reconstructing the Danube – the Black Sea water communication via the Ukrainian part of the delta. «We will look for other forms of port sector management, perhaps, we will launch a concern», said the Minister. The idea of the concern Ukrmorport supported by the Government skids; obviously it has been caused by the same ideas of maintaining a definite management gap as a guarantee of the «balance of interests» mentioned before. Instead, it is offered that the ports attracted private investments (their form is still under discussion). As for the close to ports areas, on which private companies operate, they are to be taken away from them. The Ukrainian shipbuilding sector gets orders from the state (so far ephemeral ones). The backbone of the policy is the state’s ownership for the ports.
Self-Development
The producing capacities of Ukrzaliznytsya have been involved into the process of the renewal of the company’s transportation capacities, which coincides with the idea of the transport state sector obedience to the large industrial lobby. The basis of the project includes the Darnitsky, the Popasnyansky and the Stryisky wagon repair plants. Speaking of the prospects for this year, V. Kozak said, «During the years of their operation, the wagon repair enterprises of Ukrzaliznytsya produced only 150 wagons. But this year we plan that the volume will increase to 4,500 units. To do it, the plants will give up the repair works. Besides, we are going to intensify the work with the enterprises which produce spare parts for wagons».
Such a position is demonstrated to railmen simultaneously with the intention to minimize the use of the services of the Ukrainian wagon building by 2009». According to the plan for 2007, 4.5 thousand wagons are to be purchased at the wagon repair plants. About 9 thousand wagons are to be bought all in all. I would like to clear it up right now: we will purchase the production of the enterprises that offer the best terms», emphasized V. Kozak. According to the estimations of Ukrzaliznytsya, the current prices of Ukrainian producers are higher than those of foreign ones (the potential alternatives are Russian, Polish and Chinese producers). Besides, Ukrzaliznytsya refers to the refusal of Ukrainian companies to take its orders, because they are oriented at a foreign (first of all, Russian) customer.
In their turn, Ukrainian wagon building plants explain the situation by the growth of expenses and the lack of long-term orders from Ukrzaliznytsya, which made them look for other clients. According to experts’ estimations, over 80% of Ukrainian wagon building companies export their production; the sector services 25% of the Russian market.
On the whole, the year 2007 can be considered the most important for the renewal of Ukrzaliznytsya’s basic funds. Nowadays, the total deterioration of the company’s funds is 56%, including the deterioration of rolling stock and locomotives by 60-70% and 80-90% respectively. Starting from 2007, the monopolist is going to increase the rates of rolling stock renewal radically (paying much attention to the freight constituent). The sources of financing are railways’ own means, credit resources of international bank institutions, and leasing. The monopolist is eager to compensate for the lack of rolling stock, and he does it for industrial companies. Commenting on the prospects of 2007, the Head of Ukrzaliznytsya V. Kozak said, «The renewal of the gondola cars park will withdraw the reasonable criticism that we hear from consignors and consignees. Then we will not be slowing down the economy and the development of companies’ investments into their production».
Unfortunately, the port sector cannot say that it has such prospects for investing into basic funds. Considering this fact, the Ministry of Transport and Communication emphasized a real target – increase of the financial return from the existing capacities. The urgent nature of the problem was proved by the analysis of the financial and economic activities of the ports. «Let’s tell each other the truth: maintaining the sector in such conditions any longer is impermissible. We can lose the ports, and the fleet», stated Deputy Minister, responsible for the sea sector, Vladimir Kornienko. The revenues of the ports, including the largest ones, decrease; thus, the budget payments also reduce. It turned out that the sea sector earns about USD 1.2 bln per annum, and spends the same sum to operate further. The volume of capital investments reduced, which leads to the ageing of the basic funds. Thus, the deterioration of basic funds has reached 60-70%, including 90-95% for gantry cranes. Despite the obvious stagnation of the port sector, the Ukrainian Ministry did not rush to develop the programmes of ways out of the crisis. In fact, the ports faced their investment problems without anyone to support them. The Ministry failed both to attract means of foreign sponsors (the credit project of the EBRD in the Ilyichevsk port has not been carried out) and to solve conceptual legislative problems (for example, the conflict between the port of Odessa and the government of the city about the project of a container terminal). They also failed to define the general scheme of ports development (the law on ports is not approved, and the state programme of ports development is not developed).
Can the State See Better?
The most conceptual step of the acting Cabinet of Ministers is the abolishment of the fatal for Ukrzaliznytsya and ports normative act about absorbing the state companies’ net profit into the budget. In 2006 the normative act was in force, in 2007 the sum was reduced to 15%, and it is planned to abolish it starting from 2008. In fact, one of the largest obstacles for further development has been broken. However, there is still another blocking factor – the mechanism of state purchases, which falls beyond the market.
Another serious step of the Cabinet, which used its right to regulate tariffs on railway and port services, was taken in January, when the level of tariffs on railway freight transportation and stevedoring rates were «frozen». However, the state promises to railmen that the freight tariffs will be leveled when the country joins the WTO (and it is a serious price reserve of +25% comparing to the current basic tariffs), while no privileges are given to ports. The offered increase of the stevedoring rates by 30% is postponed by the Cabinet. In practice, the basic port tariffs have increased for the second time since Ukraine became an independent state (the first growth took place in 2004 and it made +15%).For the sake of comparison, during this period, the freight tariffs of Ukrzaliznytsya were increased sixfold. The representatives of the Ukrainian industrial sector are not eager to invest into the development of the state port capacities, preferring to organize «private» handling.
Private companies-operators gave up their fight for tariff preferences. The rates of growth of the private rolling stock part reduced. For example, in 2005, the growth of the private wagon park made 11.9% in Ukraine, while in 2006 the figure was only 8%. Why will a private company go in for expenses, if Ukrzaliznytsya has started to renew its freight wagon park? «Several years ago we sold 20-25% of the produced wagons on the Ukrainian market (but not to the railway monopolist). Nowadays, the process of private wagon park development has stopped», said President of OAO Kryukovsky Wagon Building Plant Vladimir Prikhodko.
On the other hand, the companies must have drawn a conclusion after the abolishment of tariff preferences in 2006 which were to stimulate private companies to purchase wagons.
Another fact we would like to mention is the putting on hold of the new Tariff Regulation of Ukraliznytsya adoption, as developed in 2006. Representatives of the mining and metal sector of Ukraine were discontented by the envisaged tariffs growth of 4-5%. The growth does not exceed the inflation rate, still the document was postponed. Experts believe that such a slowing-down can lead to the ageing of the normative base of expenses, on which the document was based (it was formed according to the market situation in 2005 – H1 of 2006). Answering the question regarding the situation, V. Kozak said, «I believe that the document is not out of date, although some corrections are possible. As for the time of putting it into operation, nothing prevents our work. Still, we have a lot to do, and we operate in a normal way».
Vladimir Katkevich
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[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2007/1/port.jpg" border="1" alt=" " hspace="3" vspace="3" width="200" height="139" align="left" />Last year was such a period for Ukraine, when the state started to revise the conditions of the transport sector for the first time, which was a practically unprecedented event in the history of independent Ukraine.
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[DETAIL_TEXT] => The acting Cabinet of Ministers set the target of putting the transport sector into the export-making sector of Ukraine. A course was taken for the objects of transport infrastructure to remain in the state’s property. That caused a relative rotation of top-managers in the largest state enterprises, and strengthening of the management vertical in the sector. Besides, the state changed the financial priorities in its attitude to the transport state sector. The change of priorities was favourable for the society, because the earlier stagnating transport sector started to develop. Finally, the work of the transport sector became more transparent. The acting Cabinet declared it to be an element of the «balance of interests between industrialists and transport».
To Save and Increase
The structure of management and functioning of Ukrzaliznytsya (the Urkainian Railway) turned to be the most relevant to the new course. The previous Ministry of Transport and Communication prepared 91 individual objects and 32 industrial and railway transport enterprises for privatization, while the acting top-management of the sector and Ukrzaliznytsya started to speak about Ukrzaliznytsya’s keeping its current status. Another characteristic feature is that the railway transport reform is being prepared very slowly. The necessity of keeping 100% of the future GAK Ukrainian Railways in the state property is highlighted again and again, while the reform itself becomes a deed of the future. «This year there will be no structural changes. They must be held later, during the reformation of the sector», stated the CEO of Ukrzaliznytsya V. Kozak at the beginning of the year.
If for Ukraliznytsya it was enough to change the management, the port sector management structure was to be restored step-by-step. By the time of changes in the Cabinet, the administration of commercial sea ports turned out to be paralyzed, which was confirmed by the Ukrainian Minister of Transport and Communication Nikolay Rudkovsky, «I can see that the management of the sector is completely destroyed. Everyone does what they want; the profile department does not follow the policy. The enterprises managed by the Ministry are the state’s property; however, the top-managers treat them as their own». The pilot sector of Ukraine was the only exception. It managed to accumulate the capacities for the development of its profile activities, and for carrying out the strategic state target of reconstructing the Danube – the Black Sea water communication via the Ukrainian part of the delta. «We will look for other forms of port sector management, perhaps, we will launch a concern», said the Minister. The idea of the concern Ukrmorport supported by the Government skids; obviously it has been caused by the same ideas of maintaining a definite management gap as a guarantee of the «balance of interests» mentioned before. Instead, it is offered that the ports attracted private investments (their form is still under discussion). As for the close to ports areas, on which private companies operate, they are to be taken away from them. The Ukrainian shipbuilding sector gets orders from the state (so far ephemeral ones). The backbone of the policy is the state’s ownership for the ports.
Self-Development
The producing capacities of Ukrzaliznytsya have been involved into the process of the renewal of the company’s transportation capacities, which coincides with the idea of the transport state sector obedience to the large industrial lobby. The basis of the project includes the Darnitsky, the Popasnyansky and the Stryisky wagon repair plants. Speaking of the prospects for this year, V. Kozak said, «During the years of their operation, the wagon repair enterprises of Ukrzaliznytsya produced only 150 wagons. But this year we plan that the volume will increase to 4,500 units. To do it, the plants will give up the repair works. Besides, we are going to intensify the work with the enterprises which produce spare parts for wagons».
Such a position is demonstrated to railmen simultaneously with the intention to minimize the use of the services of the Ukrainian wagon building by 2009». According to the plan for 2007, 4.5 thousand wagons are to be purchased at the wagon repair plants. About 9 thousand wagons are to be bought all in all. I would like to clear it up right now: we will purchase the production of the enterprises that offer the best terms», emphasized V. Kozak. According to the estimations of Ukrzaliznytsya, the current prices of Ukrainian producers are higher than those of foreign ones (the potential alternatives are Russian, Polish and Chinese producers). Besides, Ukrzaliznytsya refers to the refusal of Ukrainian companies to take its orders, because they are oriented at a foreign (first of all, Russian) customer.
In their turn, Ukrainian wagon building plants explain the situation by the growth of expenses and the lack of long-term orders from Ukrzaliznytsya, which made them look for other clients. According to experts’ estimations, over 80% of Ukrainian wagon building companies export their production; the sector services 25% of the Russian market.
On the whole, the year 2007 can be considered the most important for the renewal of Ukrzaliznytsya’s basic funds. Nowadays, the total deterioration of the company’s funds is 56%, including the deterioration of rolling stock and locomotives by 60-70% and 80-90% respectively. Starting from 2007, the monopolist is going to increase the rates of rolling stock renewal radically (paying much attention to the freight constituent). The sources of financing are railways’ own means, credit resources of international bank institutions, and leasing. The monopolist is eager to compensate for the lack of rolling stock, and he does it for industrial companies. Commenting on the prospects of 2007, the Head of Ukrzaliznytsya V. Kozak said, «The renewal of the gondola cars park will withdraw the reasonable criticism that we hear from consignors and consignees. Then we will not be slowing down the economy and the development of companies’ investments into their production».
Unfortunately, the port sector cannot say that it has such prospects for investing into basic funds. Considering this fact, the Ministry of Transport and Communication emphasized a real target – increase of the financial return from the existing capacities. The urgent nature of the problem was proved by the analysis of the financial and economic activities of the ports. «Let’s tell each other the truth: maintaining the sector in such conditions any longer is impermissible. We can lose the ports, and the fleet», stated Deputy Minister, responsible for the sea sector, Vladimir Kornienko. The revenues of the ports, including the largest ones, decrease; thus, the budget payments also reduce. It turned out that the sea sector earns about USD 1.2 bln per annum, and spends the same sum to operate further. The volume of capital investments reduced, which leads to the ageing of the basic funds. Thus, the deterioration of basic funds has reached 60-70%, including 90-95% for gantry cranes. Despite the obvious stagnation of the port sector, the Ukrainian Ministry did not rush to develop the programmes of ways out of the crisis. In fact, the ports faced their investment problems without anyone to support them. The Ministry failed both to attract means of foreign sponsors (the credit project of the EBRD in the Ilyichevsk port has not been carried out) and to solve conceptual legislative problems (for example, the conflict between the port of Odessa and the government of the city about the project of a container terminal). They also failed to define the general scheme of ports development (the law on ports is not approved, and the state programme of ports development is not developed).
Can the State See Better?
The most conceptual step of the acting Cabinet of Ministers is the abolishment of the fatal for Ukrzaliznytsya and ports normative act about absorbing the state companies’ net profit into the budget. In 2006 the normative act was in force, in 2007 the sum was reduced to 15%, and it is planned to abolish it starting from 2008. In fact, one of the largest obstacles for further development has been broken. However, there is still another blocking factor – the mechanism of state purchases, which falls beyond the market.
Another serious step of the Cabinet, which used its right to regulate tariffs on railway and port services, was taken in January, when the level of tariffs on railway freight transportation and stevedoring rates were «frozen». However, the state promises to railmen that the freight tariffs will be leveled when the country joins the WTO (and it is a serious price reserve of +25% comparing to the current basic tariffs), while no privileges are given to ports. The offered increase of the stevedoring rates by 30% is postponed by the Cabinet. In practice, the basic port tariffs have increased for the second time since Ukraine became an independent state (the first growth took place in 2004 and it made +15%).For the sake of comparison, during this period, the freight tariffs of Ukrzaliznytsya were increased sixfold. The representatives of the Ukrainian industrial sector are not eager to invest into the development of the state port capacities, preferring to organize «private» handling.
Private companies-operators gave up their fight for tariff preferences. The rates of growth of the private rolling stock part reduced. For example, in 2005, the growth of the private wagon park made 11.9% in Ukraine, while in 2006 the figure was only 8%. Why will a private company go in for expenses, if Ukrzaliznytsya has started to renew its freight wagon park? «Several years ago we sold 20-25% of the produced wagons on the Ukrainian market (but not to the railway monopolist). Nowadays, the process of private wagon park development has stopped», said President of OAO Kryukovsky Wagon Building Plant Vladimir Prikhodko.
On the other hand, the companies must have drawn a conclusion after the abolishment of tariff preferences in 2006 which were to stimulate private companies to purchase wagons.
Another fact we would like to mention is the putting on hold of the new Tariff Regulation of Ukraliznytsya adoption, as developed in 2006. Representatives of the mining and metal sector of Ukraine were discontented by the envisaged tariffs growth of 4-5%. The growth does not exceed the inflation rate, still the document was postponed. Experts believe that such a slowing-down can lead to the ageing of the normative base of expenses, on which the document was based (it was formed according to the market situation in 2005 – H1 of 2006). Answering the question regarding the situation, V. Kozak said, «I believe that the document is not out of date, although some corrections are possible. As for the time of putting it into operation, nothing prevents our work. Still, we have a lot to do, and we operate in a normal way».
Vladimir Katkevich
[~DETAIL_TEXT] => The acting Cabinet of Ministers set the target of putting the transport sector into the export-making sector of Ukraine. A course was taken for the objects of transport infrastructure to remain in the state’s property. That caused a relative rotation of top-managers in the largest state enterprises, and strengthening of the management vertical in the sector. Besides, the state changed the financial priorities in its attitude to the transport state sector. The change of priorities was favourable for the society, because the earlier stagnating transport sector started to develop. Finally, the work of the transport sector became more transparent. The acting Cabinet declared it to be an element of the «balance of interests between industrialists and transport».
To Save and Increase
The structure of management and functioning of Ukrzaliznytsya (the Urkainian Railway) turned to be the most relevant to the new course. The previous Ministry of Transport and Communication prepared 91 individual objects and 32 industrial and railway transport enterprises for privatization, while the acting top-management of the sector and Ukrzaliznytsya started to speak about Ukrzaliznytsya’s keeping its current status. Another characteristic feature is that the railway transport reform is being prepared very slowly. The necessity of keeping 100% of the future GAK Ukrainian Railways in the state property is highlighted again and again, while the reform itself becomes a deed of the future. «This year there will be no structural changes. They must be held later, during the reformation of the sector», stated the CEO of Ukrzaliznytsya V. Kozak at the beginning of the year.
If for Ukraliznytsya it was enough to change the management, the port sector management structure was to be restored step-by-step. By the time of changes in the Cabinet, the administration of commercial sea ports turned out to be paralyzed, which was confirmed by the Ukrainian Minister of Transport and Communication Nikolay Rudkovsky, «I can see that the management of the sector is completely destroyed. Everyone does what they want; the profile department does not follow the policy. The enterprises managed by the Ministry are the state’s property; however, the top-managers treat them as their own». The pilot sector of Ukraine was the only exception. It managed to accumulate the capacities for the development of its profile activities, and for carrying out the strategic state target of reconstructing the Danube – the Black Sea water communication via the Ukrainian part of the delta. «We will look for other forms of port sector management, perhaps, we will launch a concern», said the Minister. The idea of the concern Ukrmorport supported by the Government skids; obviously it has been caused by the same ideas of maintaining a definite management gap as a guarantee of the «balance of interests» mentioned before. Instead, it is offered that the ports attracted private investments (their form is still under discussion). As for the close to ports areas, on which private companies operate, they are to be taken away from them. The Ukrainian shipbuilding sector gets orders from the state (so far ephemeral ones). The backbone of the policy is the state’s ownership for the ports.
Self-Development
The producing capacities of Ukrzaliznytsya have been involved into the process of the renewal of the company’s transportation capacities, which coincides with the idea of the transport state sector obedience to the large industrial lobby. The basis of the project includes the Darnitsky, the Popasnyansky and the Stryisky wagon repair plants. Speaking of the prospects for this year, V. Kozak said, «During the years of their operation, the wagon repair enterprises of Ukrzaliznytsya produced only 150 wagons. But this year we plan that the volume will increase to 4,500 units. To do it, the plants will give up the repair works. Besides, we are going to intensify the work with the enterprises which produce spare parts for wagons».
Such a position is demonstrated to railmen simultaneously with the intention to minimize the use of the services of the Ukrainian wagon building by 2009». According to the plan for 2007, 4.5 thousand wagons are to be purchased at the wagon repair plants. About 9 thousand wagons are to be bought all in all. I would like to clear it up right now: we will purchase the production of the enterprises that offer the best terms», emphasized V. Kozak. According to the estimations of Ukrzaliznytsya, the current prices of Ukrainian producers are higher than those of foreign ones (the potential alternatives are Russian, Polish and Chinese producers). Besides, Ukrzaliznytsya refers to the refusal of Ukrainian companies to take its orders, because they are oriented at a foreign (first of all, Russian) customer.
In their turn, Ukrainian wagon building plants explain the situation by the growth of expenses and the lack of long-term orders from Ukrzaliznytsya, which made them look for other clients. According to experts’ estimations, over 80% of Ukrainian wagon building companies export their production; the sector services 25% of the Russian market.
On the whole, the year 2007 can be considered the most important for the renewal of Ukrzaliznytsya’s basic funds. Nowadays, the total deterioration of the company’s funds is 56%, including the deterioration of rolling stock and locomotives by 60-70% and 80-90% respectively. Starting from 2007, the monopolist is going to increase the rates of rolling stock renewal radically (paying much attention to the freight constituent). The sources of financing are railways’ own means, credit resources of international bank institutions, and leasing. The monopolist is eager to compensate for the lack of rolling stock, and he does it for industrial companies. Commenting on the prospects of 2007, the Head of Ukrzaliznytsya V. Kozak said, «The renewal of the gondola cars park will withdraw the reasonable criticism that we hear from consignors and consignees. Then we will not be slowing down the economy and the development of companies’ investments into their production».
Unfortunately, the port sector cannot say that it has such prospects for investing into basic funds. Considering this fact, the Ministry of Transport and Communication emphasized a real target – increase of the financial return from the existing capacities. The urgent nature of the problem was proved by the analysis of the financial and economic activities of the ports. «Let’s tell each other the truth: maintaining the sector in such conditions any longer is impermissible. We can lose the ports, and the fleet», stated Deputy Minister, responsible for the sea sector, Vladimir Kornienko. The revenues of the ports, including the largest ones, decrease; thus, the budget payments also reduce. It turned out that the sea sector earns about USD 1.2 bln per annum, and spends the same sum to operate further. The volume of capital investments reduced, which leads to the ageing of the basic funds. Thus, the deterioration of basic funds has reached 60-70%, including 90-95% for gantry cranes. Despite the obvious stagnation of the port sector, the Ukrainian Ministry did not rush to develop the programmes of ways out of the crisis. In fact, the ports faced their investment problems without anyone to support them. The Ministry failed both to attract means of foreign sponsors (the credit project of the EBRD in the Ilyichevsk port has not been carried out) and to solve conceptual legislative problems (for example, the conflict between the port of Odessa and the government of the city about the project of a container terminal). They also failed to define the general scheme of ports development (the law on ports is not approved, and the state programme of ports development is not developed).
Can the State See Better?
The most conceptual step of the acting Cabinet of Ministers is the abolishment of the fatal for Ukrzaliznytsya and ports normative act about absorbing the state companies’ net profit into the budget. In 2006 the normative act was in force, in 2007 the sum was reduced to 15%, and it is planned to abolish it starting from 2008. In fact, one of the largest obstacles for further development has been broken. However, there is still another blocking factor – the mechanism of state purchases, which falls beyond the market.
Another serious step of the Cabinet, which used its right to regulate tariffs on railway and port services, was taken in January, when the level of tariffs on railway freight transportation and stevedoring rates were «frozen». However, the state promises to railmen that the freight tariffs will be leveled when the country joins the WTO (and it is a serious price reserve of +25% comparing to the current basic tariffs), while no privileges are given to ports. The offered increase of the stevedoring rates by 30% is postponed by the Cabinet. In practice, the basic port tariffs have increased for the second time since Ukraine became an independent state (the first growth took place in 2004 and it made +15%).For the sake of comparison, during this period, the freight tariffs of Ukrzaliznytsya were increased sixfold. The representatives of the Ukrainian industrial sector are not eager to invest into the development of the state port capacities, preferring to organize «private» handling.
Private companies-operators gave up their fight for tariff preferences. The rates of growth of the private rolling stock part reduced. For example, in 2005, the growth of the private wagon park made 11.9% in Ukraine, while in 2006 the figure was only 8%. Why will a private company go in for expenses, if Ukrzaliznytsya has started to renew its freight wagon park? «Several years ago we sold 20-25% of the produced wagons on the Ukrainian market (but not to the railway monopolist). Nowadays, the process of private wagon park development has stopped», said President of OAO Kryukovsky Wagon Building Plant Vladimir Prikhodko.
On the other hand, the companies must have drawn a conclusion after the abolishment of tariff preferences in 2006 which were to stimulate private companies to purchase wagons.
Another fact we would like to mention is the putting on hold of the new Tariff Regulation of Ukraliznytsya adoption, as developed in 2006. Representatives of the mining and metal sector of Ukraine were discontented by the envisaged tariffs growth of 4-5%. The growth does not exceed the inflation rate, still the document was postponed. Experts believe that such a slowing-down can lead to the ageing of the normative base of expenses, on which the document was based (it was formed according to the market situation in 2005 – H1 of 2006). Answering the question regarding the situation, V. Kozak said, «I believe that the document is not out of date, although some corrections are possible. As for the time of putting it into operation, nothing prevents our work. Still, we have a lot to do, and we operate in a normal way».
Vladimir Katkevich
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Construction of a toll highway between the Russia capital Moscow and St.-Petersburg, the second-largest city of the country, is put into action. Potential investors are standing in a queue to take part, automotive carriers are ready to pay, but as usual there are skeptics who don’t believe in the success of the idea. And the project may really have some risks.Array
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[DETAIL_TEXT] => Today’s practicalities: crash, dust and low speed
The existing road M-10, named «Russia», is incorporated in the body of the 9th pan-European transport corridor and serves as a main bridge for delivering goods from Finland – the large Russia-oriented logistics center – via St.-Petersburg to Moscow and other central regions. In the reversal direction a great amount of trucks goes to get their freight in port of Finland. Also many cars can be observed, since a total of two cities population consists about 15 million without suburban. On the whole, around the road, according to the data of the RF Ministry of transport live 22 million.
Accountings of the FGU Roads of Russia – a government body, responsible for conducting a tender and other works of the project – there is a difficult transport situation at M-10 «Russia», because the technical state of the road is not correspond with acting regulations documents on such parameters as transit capability, safety conditions and so on. Forecasts on growth of served trucks led to conclusions on necessity to erect a new separate highway. In 2006, a RF Government commission on electing of priority projects to be financed from the Invest fund approved the idea of constructing the road.
A «map» of the future highway looks in the following way. For a distance 15-100 kilometers there is a solid defined axle. For a distance 100-684 kilometers a route is still to be defined. The part 15-29 kilometers will have 10 lines, 29-35 – eight lines, 35-69 and 635-684 – six lines, 96-635 – four lines. A number of lines varies depending on intensity of traffic.
Under condition if the RF Auto inspection agency permits a possible speed at 150 km/hour, it will be possible to get from one city to the other for only five to seven hours instead of 10-12 hours as is case. All the more, besides a having new covering and being built under modern technologies, the new highway will be differing from the existing one also by the fact of no transiting through towns and cities.
Payments are variable depending on a place. The lowest tariffs there will be in regions, located just between Moscow and St.-Petersburg – in Tver and Novgorod. In the terms of 2005, prices for a car will be RUR 0.6 per kilometer, for superheavy trucks – RUR 2.0. In Moscow and St.-Petersburg regions with the most traffic, a tariff for a car will be RUR 1.5 and for trucks – RUR 5.0.
The total construction costs are estimated at level of RUR 180 billion (almost USD 7 billion). These figures are in the terms of 2006. If everything goes according to the plan, putting the entire highway into use will happen already in 2010-2011, however, other date, 2012/2013 is more commensurate with reality.
The process started
A beginning point of a construction project is a stage of preparing a site with buying territory. This process, as claimed by representatives of FGU Roads of Russia, has already launched. In 2007, through tender procedures an investor for the part 15-58 kilometers will be chosen. The RF Government is going to sign a concession agreement with a company. He site 15-58 is located in the Moscow region, not very far from the capital. Its route is already projected. The common cost to construct these 43 kilometers is RUR 55 billion. It’s supposed that 53% of the sum to be provided by an investor with the rest 47% to be financed by the state budget.
This investment scheme refers to a concept of public private partnership (PPP). Its plot is rather transparent. The Government takes part in the project as a co-investor, providing control over implementing on all phases. A concessionaire invests money, becomes a tenant, exploits the object and collects revenue, thus benefiting from the use. The justice base for investment infrastructure projects is the federal law «Concession agreements», according to which the ownership right for the constructed road belongs to the state.
As RF Ministry of transport said 13 foreign companies expressed their interest in the project. The list looks seriously. These are French Vinci Concessions и Bouygues Travaux Publics, Danya Cebus LTD Construction company, Housing & Construction Holding (Israel), Autovie Venete S.p.A. and Austostrade S. p. A. (Italy), Lotte Engeneering & Construction (S. Korea), Asfinag, Elvag Energie AG и Strabag SE (Austria), Aldesa Construcciones, FCC Construccion, и Puentes y Calzadas, Empresa Constructora S.A. (Spain).
Vinci has even signed a memorandum of understanding with the Ministry.
Representatives of FGU Roads of Russia say that an investment model for the site 15-58 will be developed through a scheme of BTO (build-transfer-operate). A concessionaire builds the road, register it as a state-owned object and operates, ensuring payback of spent funds. The state prepares the territory, design documentation and a part of needed funds. For the site 58-684 a bit different model will be applied – DBTO (design-build-transfer-operate).
Such a model has its obvious advantages giving attractive sides to the whole project. On one side an investor is interested in a reduce in the cost because it builds itself. But on the other side a company will hardly ever give a priority to reducing over quality because it will then operate itself. All this is to come positive in the balance. There is another plus. An investor will be delaying of construction and putting the object into use, this can cost a company great losses.
But one should notice that the key element in the scheme is good relations of partnership between investors and the authorities. And how consistently will act authorities? Will conditions on rent payment, on profit dividing be obeyed under different governments? These all questions are very actual, allowing for the situation that had taken place around the gas field on Sakhalin. Surging commodity prices urged the RF Government to reconsider conditions that had been negotiated in 1990s. Unsustainability of the Russia’s political scene after 2008 and in other coming years is the most and nowadays the only weak side of the project. Not including possible ecological protests that today accompany any construction idea.
So, it is remarkable that not all the listed companies in their conversations with Russian media were enthusiastic about their possible cooperation. Potential investors spoke rather about cautious interest in an attracting idea. Press service of Marubeni told that would be able to tell more about the company’s position when «policy and strategy of authorities have become clearer». A representative of another company was even astonished by the fact that his corporation is considered as an investor. Caution may be explained by the suggestion that all companies would be very glad to construct or just to sell their technologies but not sure they would earn a lot by operating the highway in such unpredictable country like Russia.
To go or not to go?
While authorities are building plans and writing conditions for tenders, while possible investors are studying prospective, automotive companies are thinking, to use new road or not to use. Opinions are divided by two opposite categories. The deputy head of the north-west branch of the International autocarriers association Konstantin Sharshakov is sure that there will be enough demand for the toll road. «Who will go for money? Anyway they will go through free road, which by the way may become less used», he says, adding that «it would be better to repair existing road for the same money which is going to be spent to construct the highway».
Another opinion expressed a manager of a Finland-based company, operating in Russia, Andrey Rostschin. He points out that «our country is at least five years behind our real need in modern roads: traffic grew, but transit capabilities remained the same». He also says that obligation to pay money for a service that used to be free is compensated by a higher quality and a reduce in the cost spent for repair: the highway promises to long a life-time of a truck, and «this is also money!» A reduce in the number of possible accidents will save money for carriers too.
Resume
The new designed highway is going to become an investment visit card of Russia. This is the first project being implemented under PPP scheme and has enormous political meaning. Where there is politics that there’s also risk for business. One cannot expel that authorities start to urge carriers to use the new road by administrative means. But from the other side it’s obvious that if the project is implemented as it’s designed, there will be no efforts needed to convince people to use the highway. Even for money.
Viewpoint
Andrey Rostchin, manager of a transport-logistics company SP Transit:
– A new road is very necessary because the existing can’t meet requirements on safety and transit capability. We need highway of European level with modern covering, a few lines and other infrastructure. Increased traffic leads to the fact that roads already cannot deal with amount of trucks and cars, what results into not only time losses, but into decreasing level of safety too. Of course, transportation by a toll road will be not free as is the case now. But I understand that through the highway a truck will be able to go faster, and this is a new level of transport quality and at the end of the chain – money, revenue. A driver will feel more comfortably getting more time for rest what promises to result into reducing a number of accidents. It’s again decreasing costs. We’re not so rich to use free roads.
Ivan Stupachenko
[~DETAIL_TEXT] => Today’s practicalities: crash, dust and low speed
The existing road M-10, named «Russia», is incorporated in the body of the 9th pan-European transport corridor and serves as a main bridge for delivering goods from Finland – the large Russia-oriented logistics center – via St.-Petersburg to Moscow and other central regions. In the reversal direction a great amount of trucks goes to get their freight in port of Finland. Also many cars can be observed, since a total of two cities population consists about 15 million without suburban. On the whole, around the road, according to the data of the RF Ministry of transport live 22 million.
Accountings of the FGU Roads of Russia – a government body, responsible for conducting a tender and other works of the project – there is a difficult transport situation at M-10 «Russia», because the technical state of the road is not correspond with acting regulations documents on such parameters as transit capability, safety conditions and so on. Forecasts on growth of served trucks led to conclusions on necessity to erect a new separate highway. In 2006, a RF Government commission on electing of priority projects to be financed from the Invest fund approved the idea of constructing the road.
A «map» of the future highway looks in the following way. For a distance 15-100 kilometers there is a solid defined axle. For a distance 100-684 kilometers a route is still to be defined. The part 15-29 kilometers will have 10 lines, 29-35 – eight lines, 35-69 and 635-684 – six lines, 96-635 – four lines. A number of lines varies depending on intensity of traffic.
Under condition if the RF Auto inspection agency permits a possible speed at 150 km/hour, it will be possible to get from one city to the other for only five to seven hours instead of 10-12 hours as is case. All the more, besides a having new covering and being built under modern technologies, the new highway will be differing from the existing one also by the fact of no transiting through towns and cities.
Payments are variable depending on a place. The lowest tariffs there will be in regions, located just between Moscow and St.-Petersburg – in Tver and Novgorod. In the terms of 2005, prices for a car will be RUR 0.6 per kilometer, for superheavy trucks – RUR 2.0. In Moscow and St.-Petersburg regions with the most traffic, a tariff for a car will be RUR 1.5 and for trucks – RUR 5.0.
The total construction costs are estimated at level of RUR 180 billion (almost USD 7 billion). These figures are in the terms of 2006. If everything goes according to the plan, putting the entire highway into use will happen already in 2010-2011, however, other date, 2012/2013 is more commensurate with reality.
The process started
A beginning point of a construction project is a stage of preparing a site with buying territory. This process, as claimed by representatives of FGU Roads of Russia, has already launched. In 2007, through tender procedures an investor for the part 15-58 kilometers will be chosen. The RF Government is going to sign a concession agreement with a company. He site 15-58 is located in the Moscow region, not very far from the capital. Its route is already projected. The common cost to construct these 43 kilometers is RUR 55 billion. It’s supposed that 53% of the sum to be provided by an investor with the rest 47% to be financed by the state budget.
This investment scheme refers to a concept of public private partnership (PPP). Its plot is rather transparent. The Government takes part in the project as a co-investor, providing control over implementing on all phases. A concessionaire invests money, becomes a tenant, exploits the object and collects revenue, thus benefiting from the use. The justice base for investment infrastructure projects is the federal law «Concession agreements», according to which the ownership right for the constructed road belongs to the state.
As RF Ministry of transport said 13 foreign companies expressed their interest in the project. The list looks seriously. These are French Vinci Concessions и Bouygues Travaux Publics, Danya Cebus LTD Construction company, Housing & Construction Holding (Israel), Autovie Venete S.p.A. and Austostrade S. p. A. (Italy), Lotte Engeneering & Construction (S. Korea), Asfinag, Elvag Energie AG и Strabag SE (Austria), Aldesa Construcciones, FCC Construccion, и Puentes y Calzadas, Empresa Constructora S.A. (Spain).
Vinci has even signed a memorandum of understanding with the Ministry.
Representatives of FGU Roads of Russia say that an investment model for the site 15-58 will be developed through a scheme of BTO (build-transfer-operate). A concessionaire builds the road, register it as a state-owned object and operates, ensuring payback of spent funds. The state prepares the territory, design documentation and a part of needed funds. For the site 58-684 a bit different model will be applied – DBTO (design-build-transfer-operate).
Such a model has its obvious advantages giving attractive sides to the whole project. On one side an investor is interested in a reduce in the cost because it builds itself. But on the other side a company will hardly ever give a priority to reducing over quality because it will then operate itself. All this is to come positive in the balance. There is another plus. An investor will be delaying of construction and putting the object into use, this can cost a company great losses.
But one should notice that the key element in the scheme is good relations of partnership between investors and the authorities. And how consistently will act authorities? Will conditions on rent payment, on profit dividing be obeyed under different governments? These all questions are very actual, allowing for the situation that had taken place around the gas field on Sakhalin. Surging commodity prices urged the RF Government to reconsider conditions that had been negotiated in 1990s. Unsustainability of the Russia’s political scene after 2008 and in other coming years is the most and nowadays the only weak side of the project. Not including possible ecological protests that today accompany any construction idea.
So, it is remarkable that not all the listed companies in their conversations with Russian media were enthusiastic about their possible cooperation. Potential investors spoke rather about cautious interest in an attracting idea. Press service of Marubeni told that would be able to tell more about the company’s position when «policy and strategy of authorities have become clearer». A representative of another company was even astonished by the fact that his corporation is considered as an investor. Caution may be explained by the suggestion that all companies would be very glad to construct or just to sell their technologies but not sure they would earn a lot by operating the highway in such unpredictable country like Russia.
To go or not to go?
While authorities are building plans and writing conditions for tenders, while possible investors are studying prospective, automotive companies are thinking, to use new road or not to use. Opinions are divided by two opposite categories. The deputy head of the north-west branch of the International autocarriers association Konstantin Sharshakov is sure that there will be enough demand for the toll road. «Who will go for money? Anyway they will go through free road, which by the way may become less used», he says, adding that «it would be better to repair existing road for the same money which is going to be spent to construct the highway».
Another opinion expressed a manager of a Finland-based company, operating in Russia, Andrey Rostschin. He points out that «our country is at least five years behind our real need in modern roads: traffic grew, but transit capabilities remained the same». He also says that obligation to pay money for a service that used to be free is compensated by a higher quality and a reduce in the cost spent for repair: the highway promises to long a life-time of a truck, and «this is also money!» A reduce in the number of possible accidents will save money for carriers too.
Resume
The new designed highway is going to become an investment visit card of Russia. This is the first project being implemented under PPP scheme and has enormous political meaning. Where there is politics that there’s also risk for business. One cannot expel that authorities start to urge carriers to use the new road by administrative means. But from the other side it’s obvious that if the project is implemented as it’s designed, there will be no efforts needed to convince people to use the highway. Even for money.
Viewpoint
Andrey Rostchin, manager of a transport-logistics company SP Transit:
– A new road is very necessary because the existing can’t meet requirements on safety and transit capability. We need highway of European level with modern covering, a few lines and other infrastructure. Increased traffic leads to the fact that roads already cannot deal with amount of trucks and cars, what results into not only time losses, but into decreasing level of safety too. Of course, transportation by a toll road will be not free as is the case now. But I understand that through the highway a truck will be able to go faster, and this is a new level of transport quality and at the end of the chain – money, revenue. A driver will feel more comfortably getting more time for rest what promises to result into reducing a number of accidents. It’s again decreasing costs. We’re not so rich to use free roads.
Ivan Stupachenko
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[DETAIL_TEXT] => Today’s practicalities: crash, dust and low speed
The existing road M-10, named «Russia», is incorporated in the body of the 9th pan-European transport corridor and serves as a main bridge for delivering goods from Finland – the large Russia-oriented logistics center – via St.-Petersburg to Moscow and other central regions. In the reversal direction a great amount of trucks goes to get their freight in port of Finland. Also many cars can be observed, since a total of two cities population consists about 15 million without suburban. On the whole, around the road, according to the data of the RF Ministry of transport live 22 million.
Accountings of the FGU Roads of Russia – a government body, responsible for conducting a tender and other works of the project – there is a difficult transport situation at M-10 «Russia», because the technical state of the road is not correspond with acting regulations documents on such parameters as transit capability, safety conditions and so on. Forecasts on growth of served trucks led to conclusions on necessity to erect a new separate highway. In 2006, a RF Government commission on electing of priority projects to be financed from the Invest fund approved the idea of constructing the road.
A «map» of the future highway looks in the following way. For a distance 15-100 kilometers there is a solid defined axle. For a distance 100-684 kilometers a route is still to be defined. The part 15-29 kilometers will have 10 lines, 29-35 – eight lines, 35-69 and 635-684 – six lines, 96-635 – four lines. A number of lines varies depending on intensity of traffic.
Under condition if the RF Auto inspection agency permits a possible speed at 150 km/hour, it will be possible to get from one city to the other for only five to seven hours instead of 10-12 hours as is case. All the more, besides a having new covering and being built under modern technologies, the new highway will be differing from the existing one also by the fact of no transiting through towns and cities.
Payments are variable depending on a place. The lowest tariffs there will be in regions, located just between Moscow and St.-Petersburg – in Tver and Novgorod. In the terms of 2005, prices for a car will be RUR 0.6 per kilometer, for superheavy trucks – RUR 2.0. In Moscow and St.-Petersburg regions with the most traffic, a tariff for a car will be RUR 1.5 and for trucks – RUR 5.0.
The total construction costs are estimated at level of RUR 180 billion (almost USD 7 billion). These figures are in the terms of 2006. If everything goes according to the plan, putting the entire highway into use will happen already in 2010-2011, however, other date, 2012/2013 is more commensurate with reality.
The process started
A beginning point of a construction project is a stage of preparing a site with buying territory. This process, as claimed by representatives of FGU Roads of Russia, has already launched. In 2007, through tender procedures an investor for the part 15-58 kilometers will be chosen. The RF Government is going to sign a concession agreement with a company. He site 15-58 is located in the Moscow region, not very far from the capital. Its route is already projected. The common cost to construct these 43 kilometers is RUR 55 billion. It’s supposed that 53% of the sum to be provided by an investor with the rest 47% to be financed by the state budget.
This investment scheme refers to a concept of public private partnership (PPP). Its plot is rather transparent. The Government takes part in the project as a co-investor, providing control over implementing on all phases. A concessionaire invests money, becomes a tenant, exploits the object and collects revenue, thus benefiting from the use. The justice base for investment infrastructure projects is the federal law «Concession agreements», according to which the ownership right for the constructed road belongs to the state.
As RF Ministry of transport said 13 foreign companies expressed their interest in the project. The list looks seriously. These are French Vinci Concessions и Bouygues Travaux Publics, Danya Cebus LTD Construction company, Housing & Construction Holding (Israel), Autovie Venete S.p.A. and Austostrade S. p. A. (Italy), Lotte Engeneering & Construction (S. Korea), Asfinag, Elvag Energie AG и Strabag SE (Austria), Aldesa Construcciones, FCC Construccion, и Puentes y Calzadas, Empresa Constructora S.A. (Spain).
Vinci has even signed a memorandum of understanding with the Ministry.
Representatives of FGU Roads of Russia say that an investment model for the site 15-58 will be developed through a scheme of BTO (build-transfer-operate). A concessionaire builds the road, register it as a state-owned object and operates, ensuring payback of spent funds. The state prepares the territory, design documentation and a part of needed funds. For the site 58-684 a bit different model will be applied – DBTO (design-build-transfer-operate).
Such a model has its obvious advantages giving attractive sides to the whole project. On one side an investor is interested in a reduce in the cost because it builds itself. But on the other side a company will hardly ever give a priority to reducing over quality because it will then operate itself. All this is to come positive in the balance. There is another plus. An investor will be delaying of construction and putting the object into use, this can cost a company great losses.
But one should notice that the key element in the scheme is good relations of partnership between investors and the authorities. And how consistently will act authorities? Will conditions on rent payment, on profit dividing be obeyed under different governments? These all questions are very actual, allowing for the situation that had taken place around the gas field on Sakhalin. Surging commodity prices urged the RF Government to reconsider conditions that had been negotiated in 1990s. Unsustainability of the Russia’s political scene after 2008 and in other coming years is the most and nowadays the only weak side of the project. Not including possible ecological protests that today accompany any construction idea.
So, it is remarkable that not all the listed companies in their conversations with Russian media were enthusiastic about their possible cooperation. Potential investors spoke rather about cautious interest in an attracting idea. Press service of Marubeni told that would be able to tell more about the company’s position when «policy and strategy of authorities have become clearer». A representative of another company was even astonished by the fact that his corporation is considered as an investor. Caution may be explained by the suggestion that all companies would be very glad to construct or just to sell their technologies but not sure they would earn a lot by operating the highway in such unpredictable country like Russia.
To go or not to go?
While authorities are building plans and writing conditions for tenders, while possible investors are studying prospective, automotive companies are thinking, to use new road or not to use. Opinions are divided by two opposite categories. The deputy head of the north-west branch of the International autocarriers association Konstantin Sharshakov is sure that there will be enough demand for the toll road. «Who will go for money? Anyway they will go through free road, which by the way may become less used», he says, adding that «it would be better to repair existing road for the same money which is going to be spent to construct the highway».
Another opinion expressed a manager of a Finland-based company, operating in Russia, Andrey Rostschin. He points out that «our country is at least five years behind our real need in modern roads: traffic grew, but transit capabilities remained the same». He also says that obligation to pay money for a service that used to be free is compensated by a higher quality and a reduce in the cost spent for repair: the highway promises to long a life-time of a truck, and «this is also money!» A reduce in the number of possible accidents will save money for carriers too.
Resume
The new designed highway is going to become an investment visit card of Russia. This is the first project being implemented under PPP scheme and has enormous political meaning. Where there is politics that there’s also risk for business. One cannot expel that authorities start to urge carriers to use the new road by administrative means. But from the other side it’s obvious that if the project is implemented as it’s designed, there will be no efforts needed to convince people to use the highway. Even for money.
Viewpoint
Andrey Rostchin, manager of a transport-logistics company SP Transit:
– A new road is very necessary because the existing can’t meet requirements on safety and transit capability. We need highway of European level with modern covering, a few lines and other infrastructure. Increased traffic leads to the fact that roads already cannot deal with amount of trucks and cars, what results into not only time losses, but into decreasing level of safety too. Of course, transportation by a toll road will be not free as is the case now. But I understand that through the highway a truck will be able to go faster, and this is a new level of transport quality and at the end of the chain – money, revenue. A driver will feel more comfortably getting more time for rest what promises to result into reducing a number of accidents. It’s again decreasing costs. We’re not so rich to use free roads.
Ivan Stupachenko
[~DETAIL_TEXT] => Today’s practicalities: crash, dust and low speed
The existing road M-10, named «Russia», is incorporated in the body of the 9th pan-European transport corridor and serves as a main bridge for delivering goods from Finland – the large Russia-oriented logistics center – via St.-Petersburg to Moscow and other central regions. In the reversal direction a great amount of trucks goes to get their freight in port of Finland. Also many cars can be observed, since a total of two cities population consists about 15 million without suburban. On the whole, around the road, according to the data of the RF Ministry of transport live 22 million.
Accountings of the FGU Roads of Russia – a government body, responsible for conducting a tender and other works of the project – there is a difficult transport situation at M-10 «Russia», because the technical state of the road is not correspond with acting regulations documents on such parameters as transit capability, safety conditions and so on. Forecasts on growth of served trucks led to conclusions on necessity to erect a new separate highway. In 2006, a RF Government commission on electing of priority projects to be financed from the Invest fund approved the idea of constructing the road.
A «map» of the future highway looks in the following way. For a distance 15-100 kilometers there is a solid defined axle. For a distance 100-684 kilometers a route is still to be defined. The part 15-29 kilometers will have 10 lines, 29-35 – eight lines, 35-69 and 635-684 – six lines, 96-635 – four lines. A number of lines varies depending on intensity of traffic.
Under condition if the RF Auto inspection agency permits a possible speed at 150 km/hour, it will be possible to get from one city to the other for only five to seven hours instead of 10-12 hours as is case. All the more, besides a having new covering and being built under modern technologies, the new highway will be differing from the existing one also by the fact of no transiting through towns and cities.
Payments are variable depending on a place. The lowest tariffs there will be in regions, located just between Moscow and St.-Petersburg – in Tver and Novgorod. In the terms of 2005, prices for a car will be RUR 0.6 per kilometer, for superheavy trucks – RUR 2.0. In Moscow and St.-Petersburg regions with the most traffic, a tariff for a car will be RUR 1.5 and for trucks – RUR 5.0.
The total construction costs are estimated at level of RUR 180 billion (almost USD 7 billion). These figures are in the terms of 2006. If everything goes according to the plan, putting the entire highway into use will happen already in 2010-2011, however, other date, 2012/2013 is more commensurate with reality.
The process started
A beginning point of a construction project is a stage of preparing a site with buying territory. This process, as claimed by representatives of FGU Roads of Russia, has already launched. In 2007, through tender procedures an investor for the part 15-58 kilometers will be chosen. The RF Government is going to sign a concession agreement with a company. He site 15-58 is located in the Moscow region, not very far from the capital. Its route is already projected. The common cost to construct these 43 kilometers is RUR 55 billion. It’s supposed that 53% of the sum to be provided by an investor with the rest 47% to be financed by the state budget.
This investment scheme refers to a concept of public private partnership (PPP). Its plot is rather transparent. The Government takes part in the project as a co-investor, providing control over implementing on all phases. A concessionaire invests money, becomes a tenant, exploits the object and collects revenue, thus benefiting from the use. The justice base for investment infrastructure projects is the federal law «Concession agreements», according to which the ownership right for the constructed road belongs to the state.
As RF Ministry of transport said 13 foreign companies expressed their interest in the project. The list looks seriously. These are French Vinci Concessions и Bouygues Travaux Publics, Danya Cebus LTD Construction company, Housing & Construction Holding (Israel), Autovie Venete S.p.A. and Austostrade S. p. A. (Italy), Lotte Engeneering & Construction (S. Korea), Asfinag, Elvag Energie AG и Strabag SE (Austria), Aldesa Construcciones, FCC Construccion, и Puentes y Calzadas, Empresa Constructora S.A. (Spain).
Vinci has even signed a memorandum of understanding with the Ministry.
Representatives of FGU Roads of Russia say that an investment model for the site 15-58 will be developed through a scheme of BTO (build-transfer-operate). A concessionaire builds the road, register it as a state-owned object and operates, ensuring payback of spent funds. The state prepares the territory, design documentation and a part of needed funds. For the site 58-684 a bit different model will be applied – DBTO (design-build-transfer-operate).
Such a model has its obvious advantages giving attractive sides to the whole project. On one side an investor is interested in a reduce in the cost because it builds itself. But on the other side a company will hardly ever give a priority to reducing over quality because it will then operate itself. All this is to come positive in the balance. There is another plus. An investor will be delaying of construction and putting the object into use, this can cost a company great losses.
But one should notice that the key element in the scheme is good relations of partnership between investors and the authorities. And how consistently will act authorities? Will conditions on rent payment, on profit dividing be obeyed under different governments? These all questions are very actual, allowing for the situation that had taken place around the gas field on Sakhalin. Surging commodity prices urged the RF Government to reconsider conditions that had been negotiated in 1990s. Unsustainability of the Russia’s political scene after 2008 and in other coming years is the most and nowadays the only weak side of the project. Not including possible ecological protests that today accompany any construction idea.
So, it is remarkable that not all the listed companies in their conversations with Russian media were enthusiastic about their possible cooperation. Potential investors spoke rather about cautious interest in an attracting idea. Press service of Marubeni told that would be able to tell more about the company’s position when «policy and strategy of authorities have become clearer». A representative of another company was even astonished by the fact that his corporation is considered as an investor. Caution may be explained by the suggestion that all companies would be very glad to construct or just to sell their technologies but not sure they would earn a lot by operating the highway in such unpredictable country like Russia.
To go or not to go?
While authorities are building plans and writing conditions for tenders, while possible investors are studying prospective, automotive companies are thinking, to use new road or not to use. Opinions are divided by two opposite categories. The deputy head of the north-west branch of the International autocarriers association Konstantin Sharshakov is sure that there will be enough demand for the toll road. «Who will go for money? Anyway they will go through free road, which by the way may become less used», he says, adding that «it would be better to repair existing road for the same money which is going to be spent to construct the highway».
Another opinion expressed a manager of a Finland-based company, operating in Russia, Andrey Rostschin. He points out that «our country is at least five years behind our real need in modern roads: traffic grew, but transit capabilities remained the same». He also says that obligation to pay money for a service that used to be free is compensated by a higher quality and a reduce in the cost spent for repair: the highway promises to long a life-time of a truck, and «this is also money!» A reduce in the number of possible accidents will save money for carriers too.
Resume
The new designed highway is going to become an investment visit card of Russia. This is the first project being implemented under PPP scheme and has enormous political meaning. Where there is politics that there’s also risk for business. One cannot expel that authorities start to urge carriers to use the new road by administrative means. But from the other side it’s obvious that if the project is implemented as it’s designed, there will be no efforts needed to convince people to use the highway. Even for money.
Viewpoint
Andrey Rostchin, manager of a transport-logistics company SP Transit:
– A new road is very necessary because the existing can’t meet requirements on safety and transit capability. We need highway of European level with modern covering, a few lines and other infrastructure. Increased traffic leads to the fact that roads already cannot deal with amount of trucks and cars, what results into not only time losses, but into decreasing level of safety too. Of course, transportation by a toll road will be not free as is the case now. But I understand that through the highway a truck will be able to go faster, and this is a new level of transport quality and at the end of the chain – money, revenue. A driver will feel more comfortably getting more time for rest what promises to result into reducing a number of accidents. It’s again decreasing costs. We’re not so rich to use free roads.
Ivan Stupachenko
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[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2007/1/chain.jpg" border="1" alt=" " hspace="3" vspace="3" width="146" height="200" align="left" />Construction of a toll highway between the Russia capital Moscow and St.-Petersburg, the second-largest city of the country, is put into action. Potential investors are standing in a queue to take part, automotive carriers are ready to pay, but as usual there are skeptics who don’t believe in the success of the idea. And the project may really have some risks.
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[DETAIL_TEXT] => He highlighted that the company’s mid-term financial plan, approved by the Government, envisages that the dividends from daughter companies will amount to RUR 1.5 billion. Besides, another RUR 17 billion will be received from the sale of the daughter companies’ shareholdings. The money will be invested into infrastructure development. In 2006, OAO RZD launched such subsidiaries as Refservice, OAO TransContainer, Roszheldorstroy, Roszheldorproject, daughter companies on the basis of wagon building plants, as well as in the sector of research and experimental-design developments.
«The market pays much attention to the launched companies. We forecast that the established enterprises specializing in rolling stock repair and scientific research will be very attractive from the investors’ viewpoint», noted Vladimir Yakunin.
New Tariffs on Transit
The RF Ministry of Justice registered the Decree of the RF Ministry of Transport (# 3 from January 9, 2007), which sets privileged tariffs on transit container transportation along the Russian Railways’ network from the third countries to Kirgizia, Kazakhstan, Tajikistan, Turkmenistan and Uzbekistan along the routes Far Eastern ports – Lokot and back.
The Ministry of Transport defined the tariff rates used for calculation of the fees for containerized freight transportation in OAO RZD’s park flat wagons on the routes mentioned above. The rates are set for freight transportation in private (rented) 20-foot and 40-foot containers (USD 629 and USD 1,003 respectively) and for the backhaul of empty 20-foot and 40-foot containers (USD 304 and USD 606). The tariff rates are valid till December 31, 2007.
USD 96 Million Credit for Rosmorport
The European Bank of Reconstruction and Development (EBRD) is considering crediting Rosmorport for the sum of USD 96 million.
The means are to be invested into the modernization of Rosmorport’s support fleet and re-financing of the enterprise’s short-term loan. The Board of Directors of EBRD plans to discuss the project on April 17, 2007. Rosmorport, launched in 2003, manages the federal property in the Russian sea ports. The enterprise also provides ice-breaking piloting to vessels.
Up to One Fourth
To cooperate more effectively with ports and to synchronize actions aimed at infrastructure development, OAO RZD has purchased 8.5% shareholding of OAO Ust-Luga Company and got 16% shareholding of the port of Novorossiysk from the port’s private shareholders to manage it.
Representatives of OAO RZD confirmed that the company counts to get 20% shareholding of the port of Novorossiysk from the Federal Agency for Federal Property Management. «OAO RZD plans to increase its share in the capital of ports of Ust-Luga and Novorossiysk to 25%», stated First Vice-President of OAO RZD Vadim Morozov at the conference «Transport Infrastructure and Logistics under Conditions of Fast Growth of Markets».
The company has invested billions of roubles into development of the railway approaches to the developing Russian ports for several years. The main target is to create new transport opportunities for cargo owners and efficient schemes of freight delivery.
Sovcomflot Takes Credit of USD 70 Million
OAO Sovcomflot group of companies has successfully completed the talks with the Japanese Sumitomo Mitsui Banking Corporation (SMBC) and Dutch bank FORTIS about a credit for the sum of USD 70 million.
The relative credit agreement was signed on December 18, 2006 in Paris.
The target of the credit is financing of the purchase of two vessels for LNG transportation - SCF Polar and SCF Arctic. Thus, Sovcomflot completed the contract conclusion on purchasing the two vessels from BG company. Having purchased the SCF Polar and SCF Arctic tankers for LNG transportation, OAO Sovcomflot group of companies became an independent commercial and technical operator in the sector of LNG transportation by sea.
Both vessels are in a long-term charter from the largest Spanish gas company Gas Natural, and their purchase, together with the acting charter, enables Sovcomflot to establish long-term relations with one of the largest operators of the LNG market.
The size and the ice class of the vessels make it possible to use them later to service Russian LNG projects.
Story Being Told
«The progress made by Russia is absolutely magnificent», said Neville Isdell, Chairman and CEO of The Coca-Cola Company at the World Economic Forum on 24-28 January, Davos. «People don’t understand how fundamentally Russia changed. We need to help Russia project itself in a different way. However, Russia must help itself. It has not always put its best foot forward» he said.
The issue for outsiders and investors is whether Russia is reliable, and investors in the country «feel that Russia is very, very reliable», said James Turley, Chairman and CEO, Ernst & Young. «Overwhelmingly, investors are seeing greater growth and plan to invest more in Russia», he said. He warned that there are ongoing problems of corruption and bureaucracy, but pointed out that «we take great comfort» in the fact that the government is not trying to brush these probems under the carpet. «Any progress made has been ignored», while «anything that goes wrong is highly publicised», said Steve Forbes, President and CEO of Forbes Inc. Too much attention is focused on oil and energy, while «the story not being told is the story of Russian entrepreneurship which is flourishing», said Turley.
Regarding Russia’s nationalized companies, Russia’s Trade Minister German Gref said that «you should sell everything that can be bought and if it can be bought, it should be in private hands».
Russia, Ukraine and Hungary Will Build Railway
Russia, Ukraine and Hungary have created a three-side commission to develop the grounds for the project of construction of an international logistic center on the basis of the terminal in Zakhonya (Hungary) and the railway line with the gauge 1,520 mm wide (Russian standard) from Chopa (Ukraine) to Zakhonya.
A respective common Declaration about strengthening the cooperation between the transport sectors of the three states was signed by the Minister of Hungarian Prime Minister’s Office György Szilvásy, the RF Minister of Transport Igor Levitin and the Ukrainian Minister of Transport and Communication Nikolay Rudkovsky in Kiev on February 3.
According to the Declaration, in the shortest time possible, the sides are to exchange offers on the members of the commission. Its first meeting is to be held on March 31, 2007.
To improve the efficiency of the projects, representatives of the interested transport and logistic companies, as well as consignors and consumers from Russia, Ukraine and Hungary, will be consulted.
One Billion Dollars of Annual Investments
«The need for investment providing development and stable work of the railway sector in 2007-2011 is USD 1 billion annually, according to the evaluations of our experts», said President of AO NC Kazakstan Temir Zholy Erlan Atamkulov.
«However, lack of investment remains one of the company’s main problems. And it largely restrains our opportunities». E. Atamkulov believes that the company’s investment plans can be carried out only by attracting state means and private investments on the principle of public-private partnership. He also said that in the next five years it is necessary to renew about 600 mainline locomotives and purchase 15,000 new freight wagons.
«Practically all this is purchased in Russia. However, there are prerequisites for construction of locomotives and wagons in Kazakhstan. The first Kazakh wagon will be constructed this year, and the first locomotive with Evolution engine will be delivered to us at the beginning of 2008», stated the Head of AO NC Kazakstan Temir Zholy.
Italians Go to Russia
During the meeting with RF Minister of Transport Igor Levitin, Deputy CEO of corporate development of AUTOSTRADE SpA Galliano Di Marco said that the company is to participate in tenders on construction of roads Moscow–Saint-Petersburg and Moscow–Minsk.
In his words, AUTOSTRADE SpA is to open a subsidiary in Russia to take part in the tenders. AUTOSTRADE SpA is one of the top three leading companies-concessionaires. It goes in for designing, construction and exploitation of roads. During the meeting, the sides discussed the prospects of the Italian company’s participation in the road projects carried out in the Russian Federation. Igor Levitin stressed that the Government had already approved some road projects.
«Applications for participation in the tender on construction of the Western High-Speed Diameter in Saint Petersburg are being taken. In March we plan to start taking applications for the project of a toll road Moscow-Saint Petersburg», said Igor Levitin.
The RF Minister of Transport also suggested that the Italian company paid attention to the transport corridor from Russia to China via Kazakhstan. «We are looking for investors for the corridor», the Minister said.
Rail Baltica in Lithuania: Are There Enough Means?
Lithuania has decided to invest USD 191.1 million into the project of a high-speed railway Rail Baltica from the means of the EU’s structural support for 2007-2013. Still, there are doubts that the sum will be sufficient to construct a railway to Kaunas.
Lithuania plans to construct a European-standard gauge to Kaunas for the trains to run there at the speed of 200 km/h. The sector between Kaunas and the Latvian border will be reconstructed, so that trains could reach the speed of 160 km/h.
«Everything depends on how much money we have. Naturally, we wish that the European railways got to Kaunas, but there will hardly be enough means for that», said Lithuanian Vice Minister of Communication and Transport Celovas Siksnelis.
Latvia and Estonia do not give up the idea of constructing only new European railways without any reconstruction of the old ones.
RF Joins Budapest Convention on Contract for Carriage of Goods by Inland Waterway
The RF State Duma approved the Law «On Joining of the Russian Federation to the Budapest Convention on the Contract for the Carriage of Goods by Inland Waterway».
The Convention sets unified rules for all the participants of the transportation process – carriers, consignors, consignees and ports. It envisages the liability for damaging and the special cases of exemption from liability, the limits of the carrier’s responsibility and the sum of compensation etc. The RF Government believes that fulfillment of the Convention requirements by Russian participants of foreign trade will be the most important part of the commercial support for river-sea freight transportation, in particular to the ports located at the Rhine and the Danube.
The Convention was signed by sixteen countries, playing an important role in international freight transportation along European inland waterways.
For hot news visit www.rzd-partner.com
[~DETAIL_TEXT] => He highlighted that the company’s mid-term financial plan, approved by the Government, envisages that the dividends from daughter companies will amount to RUR 1.5 billion. Besides, another RUR 17 billion will be received from the sale of the daughter companies’ shareholdings. The money will be invested into infrastructure development. In 2006, OAO RZD launched such subsidiaries as Refservice, OAO TransContainer, Roszheldorstroy, Roszheldorproject, daughter companies on the basis of wagon building plants, as well as in the sector of research and experimental-design developments.
«The market pays much attention to the launched companies. We forecast that the established enterprises specializing in rolling stock repair and scientific research will be very attractive from the investors’ viewpoint», noted Vladimir Yakunin.
New Tariffs on Transit
The RF Ministry of Justice registered the Decree of the RF Ministry of Transport (# 3 from January 9, 2007), which sets privileged tariffs on transit container transportation along the Russian Railways’ network from the third countries to Kirgizia, Kazakhstan, Tajikistan, Turkmenistan and Uzbekistan along the routes Far Eastern ports – Lokot and back.
The Ministry of Transport defined the tariff rates used for calculation of the fees for containerized freight transportation in OAO RZD’s park flat wagons on the routes mentioned above. The rates are set for freight transportation in private (rented) 20-foot and 40-foot containers (USD 629 and USD 1,003 respectively) and for the backhaul of empty 20-foot and 40-foot containers (USD 304 and USD 606). The tariff rates are valid till December 31, 2007.
USD 96 Million Credit for Rosmorport
The European Bank of Reconstruction and Development (EBRD) is considering crediting Rosmorport for the sum of USD 96 million.
The means are to be invested into the modernization of Rosmorport’s support fleet and re-financing of the enterprise’s short-term loan. The Board of Directors of EBRD plans to discuss the project on April 17, 2007. Rosmorport, launched in 2003, manages the federal property in the Russian sea ports. The enterprise also provides ice-breaking piloting to vessels.
Up to One Fourth
To cooperate more effectively with ports and to synchronize actions aimed at infrastructure development, OAO RZD has purchased 8.5% shareholding of OAO Ust-Luga Company and got 16% shareholding of the port of Novorossiysk from the port’s private shareholders to manage it.
Representatives of OAO RZD confirmed that the company counts to get 20% shareholding of the port of Novorossiysk from the Federal Agency for Federal Property Management. «OAO RZD plans to increase its share in the capital of ports of Ust-Luga and Novorossiysk to 25%», stated First Vice-President of OAO RZD Vadim Morozov at the conference «Transport Infrastructure and Logistics under Conditions of Fast Growth of Markets».
The company has invested billions of roubles into development of the railway approaches to the developing Russian ports for several years. The main target is to create new transport opportunities for cargo owners and efficient schemes of freight delivery.
Sovcomflot Takes Credit of USD 70 Million
OAO Sovcomflot group of companies has successfully completed the talks with the Japanese Sumitomo Mitsui Banking Corporation (SMBC) and Dutch bank FORTIS about a credit for the sum of USD 70 million.
The relative credit agreement was signed on December 18, 2006 in Paris.
The target of the credit is financing of the purchase of two vessels for LNG transportation - SCF Polar and SCF Arctic. Thus, Sovcomflot completed the contract conclusion on purchasing the two vessels from BG company. Having purchased the SCF Polar and SCF Arctic tankers for LNG transportation, OAO Sovcomflot group of companies became an independent commercial and technical operator in the sector of LNG transportation by sea.
Both vessels are in a long-term charter from the largest Spanish gas company Gas Natural, and their purchase, together with the acting charter, enables Sovcomflot to establish long-term relations with one of the largest operators of the LNG market.
The size and the ice class of the vessels make it possible to use them later to service Russian LNG projects.
Story Being Told
«The progress made by Russia is absolutely magnificent», said Neville Isdell, Chairman and CEO of The Coca-Cola Company at the World Economic Forum on 24-28 January, Davos. «People don’t understand how fundamentally Russia changed. We need to help Russia project itself in a different way. However, Russia must help itself. It has not always put its best foot forward» he said.
The issue for outsiders and investors is whether Russia is reliable, and investors in the country «feel that Russia is very, very reliable», said James Turley, Chairman and CEO, Ernst & Young. «Overwhelmingly, investors are seeing greater growth and plan to invest more in Russia», he said. He warned that there are ongoing problems of corruption and bureaucracy, but pointed out that «we take great comfort» in the fact that the government is not trying to brush these probems under the carpet. «Any progress made has been ignored», while «anything that goes wrong is highly publicised», said Steve Forbes, President and CEO of Forbes Inc. Too much attention is focused on oil and energy, while «the story not being told is the story of Russian entrepreneurship which is flourishing», said Turley.
Regarding Russia’s nationalized companies, Russia’s Trade Minister German Gref said that «you should sell everything that can be bought and if it can be bought, it should be in private hands».
Russia, Ukraine and Hungary Will Build Railway
Russia, Ukraine and Hungary have created a three-side commission to develop the grounds for the project of construction of an international logistic center on the basis of the terminal in Zakhonya (Hungary) and the railway line with the gauge 1,520 mm wide (Russian standard) from Chopa (Ukraine) to Zakhonya.
A respective common Declaration about strengthening the cooperation between the transport sectors of the three states was signed by the Minister of Hungarian Prime Minister’s Office György Szilvásy, the RF Minister of Transport Igor Levitin and the Ukrainian Minister of Transport and Communication Nikolay Rudkovsky in Kiev on February 3.
According to the Declaration, in the shortest time possible, the sides are to exchange offers on the members of the commission. Its first meeting is to be held on March 31, 2007.
To improve the efficiency of the projects, representatives of the interested transport and logistic companies, as well as consignors and consumers from Russia, Ukraine and Hungary, will be consulted.
One Billion Dollars of Annual Investments
«The need for investment providing development and stable work of the railway sector in 2007-2011 is USD 1 billion annually, according to the evaluations of our experts», said President of AO NC Kazakstan Temir Zholy Erlan Atamkulov.
«However, lack of investment remains one of the company’s main problems. And it largely restrains our opportunities». E. Atamkulov believes that the company’s investment plans can be carried out only by attracting state means and private investments on the principle of public-private partnership. He also said that in the next five years it is necessary to renew about 600 mainline locomotives and purchase 15,000 new freight wagons.
«Practically all this is purchased in Russia. However, there are prerequisites for construction of locomotives and wagons in Kazakhstan. The first Kazakh wagon will be constructed this year, and the first locomotive with Evolution engine will be delivered to us at the beginning of 2008», stated the Head of AO NC Kazakstan Temir Zholy.
Italians Go to Russia
During the meeting with RF Minister of Transport Igor Levitin, Deputy CEO of corporate development of AUTOSTRADE SpA Galliano Di Marco said that the company is to participate in tenders on construction of roads Moscow–Saint-Petersburg and Moscow–Minsk.
In his words, AUTOSTRADE SpA is to open a subsidiary in Russia to take part in the tenders. AUTOSTRADE SpA is one of the top three leading companies-concessionaires. It goes in for designing, construction and exploitation of roads. During the meeting, the sides discussed the prospects of the Italian company’s participation in the road projects carried out in the Russian Federation. Igor Levitin stressed that the Government had already approved some road projects.
«Applications for participation in the tender on construction of the Western High-Speed Diameter in Saint Petersburg are being taken. In March we plan to start taking applications for the project of a toll road Moscow-Saint Petersburg», said Igor Levitin.
The RF Minister of Transport also suggested that the Italian company paid attention to the transport corridor from Russia to China via Kazakhstan. «We are looking for investors for the corridor», the Minister said.
Rail Baltica in Lithuania: Are There Enough Means?
Lithuania has decided to invest USD 191.1 million into the project of a high-speed railway Rail Baltica from the means of the EU’s structural support for 2007-2013. Still, there are doubts that the sum will be sufficient to construct a railway to Kaunas.
Lithuania plans to construct a European-standard gauge to Kaunas for the trains to run there at the speed of 200 km/h. The sector between Kaunas and the Latvian border will be reconstructed, so that trains could reach the speed of 160 km/h.
«Everything depends on how much money we have. Naturally, we wish that the European railways got to Kaunas, but there will hardly be enough means for that», said Lithuanian Vice Minister of Communication and Transport Celovas Siksnelis.
Latvia and Estonia do not give up the idea of constructing only new European railways without any reconstruction of the old ones.
RF Joins Budapest Convention on Contract for Carriage of Goods by Inland Waterway
The RF State Duma approved the Law «On Joining of the Russian Federation to the Budapest Convention on the Contract for the Carriage of Goods by Inland Waterway».
The Convention sets unified rules for all the participants of the transportation process – carriers, consignors, consignees and ports. It envisages the liability for damaging and the special cases of exemption from liability, the limits of the carrier’s responsibility and the sum of compensation etc. The RF Government believes that fulfillment of the Convention requirements by Russian participants of foreign trade will be the most important part of the commercial support for river-sea freight transportation, in particular to the ports located at the Rhine and the Danube.
The Convention was signed by sixteen countries, playing an important role in international freight transportation along European inland waterways.
For hot news visit www.rzd-partner.com
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«In 2006, the total volume of assets of OAO RZD’s daughter companies is to exceed RUR 83 billion, and the net profit is to make RUR 4.3 billion», said President of OAO RZD Vladimir Yakunin at the meeting of the company’s Board.
[~PREVIEW_TEXT] => Assets Exceeded RUR 83 Billion
«In 2006, the total volume of assets of OAO RZD’s daughter companies is to exceed RUR 83 billion, and the net profit is to make RUR 4.3 billion», said President of OAO RZD Vladimir Yakunin at the meeting of the company’s Board.
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[DETAIL_TEXT] => He highlighted that the company’s mid-term financial plan, approved by the Government, envisages that the dividends from daughter companies will amount to RUR 1.5 billion. Besides, another RUR 17 billion will be received from the sale of the daughter companies’ shareholdings. The money will be invested into infrastructure development. In 2006, OAO RZD launched such subsidiaries as Refservice, OAO TransContainer, Roszheldorstroy, Roszheldorproject, daughter companies on the basis of wagon building plants, as well as in the sector of research and experimental-design developments.
«The market pays much attention to the launched companies. We forecast that the established enterprises specializing in rolling stock repair and scientific research will be very attractive from the investors’ viewpoint», noted Vladimir Yakunin.
New Tariffs on Transit
The RF Ministry of Justice registered the Decree of the RF Ministry of Transport (# 3 from January 9, 2007), which sets privileged tariffs on transit container transportation along the Russian Railways’ network from the third countries to Kirgizia, Kazakhstan, Tajikistan, Turkmenistan and Uzbekistan along the routes Far Eastern ports – Lokot and back.
The Ministry of Transport defined the tariff rates used for calculation of the fees for containerized freight transportation in OAO RZD’s park flat wagons on the routes mentioned above. The rates are set for freight transportation in private (rented) 20-foot and 40-foot containers (USD 629 and USD 1,003 respectively) and for the backhaul of empty 20-foot and 40-foot containers (USD 304 and USD 606). The tariff rates are valid till December 31, 2007.
USD 96 Million Credit for Rosmorport
The European Bank of Reconstruction and Development (EBRD) is considering crediting Rosmorport for the sum of USD 96 million.
The means are to be invested into the modernization of Rosmorport’s support fleet and re-financing of the enterprise’s short-term loan. The Board of Directors of EBRD plans to discuss the project on April 17, 2007. Rosmorport, launched in 2003, manages the federal property in the Russian sea ports. The enterprise also provides ice-breaking piloting to vessels.
Up to One Fourth
To cooperate more effectively with ports and to synchronize actions aimed at infrastructure development, OAO RZD has purchased 8.5% shareholding of OAO Ust-Luga Company and got 16% shareholding of the port of Novorossiysk from the port’s private shareholders to manage it.
Representatives of OAO RZD confirmed that the company counts to get 20% shareholding of the port of Novorossiysk from the Federal Agency for Federal Property Management. «OAO RZD plans to increase its share in the capital of ports of Ust-Luga and Novorossiysk to 25%», stated First Vice-President of OAO RZD Vadim Morozov at the conference «Transport Infrastructure and Logistics under Conditions of Fast Growth of Markets».
The company has invested billions of roubles into development of the railway approaches to the developing Russian ports for several years. The main target is to create new transport opportunities for cargo owners and efficient schemes of freight delivery.
Sovcomflot Takes Credit of USD 70 Million
OAO Sovcomflot group of companies has successfully completed the talks with the Japanese Sumitomo Mitsui Banking Corporation (SMBC) and Dutch bank FORTIS about a credit for the sum of USD 70 million.
The relative credit agreement was signed on December 18, 2006 in Paris.
The target of the credit is financing of the purchase of two vessels for LNG transportation - SCF Polar and SCF Arctic. Thus, Sovcomflot completed the contract conclusion on purchasing the two vessels from BG company. Having purchased the SCF Polar and SCF Arctic tankers for LNG transportation, OAO Sovcomflot group of companies became an independent commercial and technical operator in the sector of LNG transportation by sea.
Both vessels are in a long-term charter from the largest Spanish gas company Gas Natural, and their purchase, together with the acting charter, enables Sovcomflot to establish long-term relations with one of the largest operators of the LNG market.
The size and the ice class of the vessels make it possible to use them later to service Russian LNG projects.
Story Being Told
«The progress made by Russia is absolutely magnificent», said Neville Isdell, Chairman and CEO of The Coca-Cola Company at the World Economic Forum on 24-28 January, Davos. «People don’t understand how fundamentally Russia changed. We need to help Russia project itself in a different way. However, Russia must help itself. It has not always put its best foot forward» he said.
The issue for outsiders and investors is whether Russia is reliable, and investors in the country «feel that Russia is very, very reliable», said James Turley, Chairman and CEO, Ernst & Young. «Overwhelmingly, investors are seeing greater growth and plan to invest more in Russia», he said. He warned that there are ongoing problems of corruption and bureaucracy, but pointed out that «we take great comfort» in the fact that the government is not trying to brush these probems under the carpet. «Any progress made has been ignored», while «anything that goes wrong is highly publicised», said Steve Forbes, President and CEO of Forbes Inc. Too much attention is focused on oil and energy, while «the story not being told is the story of Russian entrepreneurship which is flourishing», said Turley.
Regarding Russia’s nationalized companies, Russia’s Trade Minister German Gref said that «you should sell everything that can be bought and if it can be bought, it should be in private hands».
Russia, Ukraine and Hungary Will Build Railway
Russia, Ukraine and Hungary have created a three-side commission to develop the grounds for the project of construction of an international logistic center on the basis of the terminal in Zakhonya (Hungary) and the railway line with the gauge 1,520 mm wide (Russian standard) from Chopa (Ukraine) to Zakhonya.
A respective common Declaration about strengthening the cooperation between the transport sectors of the three states was signed by the Minister of Hungarian Prime Minister’s Office György Szilvásy, the RF Minister of Transport Igor Levitin and the Ukrainian Minister of Transport and Communication Nikolay Rudkovsky in Kiev on February 3.
According to the Declaration, in the shortest time possible, the sides are to exchange offers on the members of the commission. Its first meeting is to be held on March 31, 2007.
To improve the efficiency of the projects, representatives of the interested transport and logistic companies, as well as consignors and consumers from Russia, Ukraine and Hungary, will be consulted.
One Billion Dollars of Annual Investments
«The need for investment providing development and stable work of the railway sector in 2007-2011 is USD 1 billion annually, according to the evaluations of our experts», said President of AO NC Kazakstan Temir Zholy Erlan Atamkulov.
«However, lack of investment remains one of the company’s main problems. And it largely restrains our opportunities». E. Atamkulov believes that the company’s investment plans can be carried out only by attracting state means and private investments on the principle of public-private partnership. He also said that in the next five years it is necessary to renew about 600 mainline locomotives and purchase 15,000 new freight wagons.
«Practically all this is purchased in Russia. However, there are prerequisites for construction of locomotives and wagons in Kazakhstan. The first Kazakh wagon will be constructed this year, and the first locomotive with Evolution engine will be delivered to us at the beginning of 2008», stated the Head of AO NC Kazakstan Temir Zholy.
Italians Go to Russia
During the meeting with RF Minister of Transport Igor Levitin, Deputy CEO of corporate development of AUTOSTRADE SpA Galliano Di Marco said that the company is to participate in tenders on construction of roads Moscow–Saint-Petersburg and Moscow–Minsk.
In his words, AUTOSTRADE SpA is to open a subsidiary in Russia to take part in the tenders. AUTOSTRADE SpA is one of the top three leading companies-concessionaires. It goes in for designing, construction and exploitation of roads. During the meeting, the sides discussed the prospects of the Italian company’s participation in the road projects carried out in the Russian Federation. Igor Levitin stressed that the Government had already approved some road projects.
«Applications for participation in the tender on construction of the Western High-Speed Diameter in Saint Petersburg are being taken. In March we plan to start taking applications for the project of a toll road Moscow-Saint Petersburg», said Igor Levitin.
The RF Minister of Transport also suggested that the Italian company paid attention to the transport corridor from Russia to China via Kazakhstan. «We are looking for investors for the corridor», the Minister said.
Rail Baltica in Lithuania: Are There Enough Means?
Lithuania has decided to invest USD 191.1 million into the project of a high-speed railway Rail Baltica from the means of the EU’s structural support for 2007-2013. Still, there are doubts that the sum will be sufficient to construct a railway to Kaunas.
Lithuania plans to construct a European-standard gauge to Kaunas for the trains to run there at the speed of 200 km/h. The sector between Kaunas and the Latvian border will be reconstructed, so that trains could reach the speed of 160 km/h.
«Everything depends on how much money we have. Naturally, we wish that the European railways got to Kaunas, but there will hardly be enough means for that», said Lithuanian Vice Minister of Communication and Transport Celovas Siksnelis.
Latvia and Estonia do not give up the idea of constructing only new European railways without any reconstruction of the old ones.
RF Joins Budapest Convention on Contract for Carriage of Goods by Inland Waterway
The RF State Duma approved the Law «On Joining of the Russian Federation to the Budapest Convention on the Contract for the Carriage of Goods by Inland Waterway».
The Convention sets unified rules for all the participants of the transportation process – carriers, consignors, consignees and ports. It envisages the liability for damaging and the special cases of exemption from liability, the limits of the carrier’s responsibility and the sum of compensation etc. The RF Government believes that fulfillment of the Convention requirements by Russian participants of foreign trade will be the most important part of the commercial support for river-sea freight transportation, in particular to the ports located at the Rhine and the Danube.
The Convention was signed by sixteen countries, playing an important role in international freight transportation along European inland waterways.
For hot news visit www.rzd-partner.com
[~DETAIL_TEXT] => He highlighted that the company’s mid-term financial plan, approved by the Government, envisages that the dividends from daughter companies will amount to RUR 1.5 billion. Besides, another RUR 17 billion will be received from the sale of the daughter companies’ shareholdings. The money will be invested into infrastructure development. In 2006, OAO RZD launched such subsidiaries as Refservice, OAO TransContainer, Roszheldorstroy, Roszheldorproject, daughter companies on the basis of wagon building plants, as well as in the sector of research and experimental-design developments.
«The market pays much attention to the launched companies. We forecast that the established enterprises specializing in rolling stock repair and scientific research will be very attractive from the investors’ viewpoint», noted Vladimir Yakunin.
New Tariffs on Transit
The RF Ministry of Justice registered the Decree of the RF Ministry of Transport (# 3 from January 9, 2007), which sets privileged tariffs on transit container transportation along the Russian Railways’ network from the third countries to Kirgizia, Kazakhstan, Tajikistan, Turkmenistan and Uzbekistan along the routes Far Eastern ports – Lokot and back.
The Ministry of Transport defined the tariff rates used for calculation of the fees for containerized freight transportation in OAO RZD’s park flat wagons on the routes mentioned above. The rates are set for freight transportation in private (rented) 20-foot and 40-foot containers (USD 629 and USD 1,003 respectively) and for the backhaul of empty 20-foot and 40-foot containers (USD 304 and USD 606). The tariff rates are valid till December 31, 2007.
USD 96 Million Credit for Rosmorport
The European Bank of Reconstruction and Development (EBRD) is considering crediting Rosmorport for the sum of USD 96 million.
The means are to be invested into the modernization of Rosmorport’s support fleet and re-financing of the enterprise’s short-term loan. The Board of Directors of EBRD plans to discuss the project on April 17, 2007. Rosmorport, launched in 2003, manages the federal property in the Russian sea ports. The enterprise also provides ice-breaking piloting to vessels.
Up to One Fourth
To cooperate more effectively with ports and to synchronize actions aimed at infrastructure development, OAO RZD has purchased 8.5% shareholding of OAO Ust-Luga Company and got 16% shareholding of the port of Novorossiysk from the port’s private shareholders to manage it.
Representatives of OAO RZD confirmed that the company counts to get 20% shareholding of the port of Novorossiysk from the Federal Agency for Federal Property Management. «OAO RZD plans to increase its share in the capital of ports of Ust-Luga and Novorossiysk to 25%», stated First Vice-President of OAO RZD Vadim Morozov at the conference «Transport Infrastructure and Logistics under Conditions of Fast Growth of Markets».
The company has invested billions of roubles into development of the railway approaches to the developing Russian ports for several years. The main target is to create new transport opportunities for cargo owners and efficient schemes of freight delivery.
Sovcomflot Takes Credit of USD 70 Million
OAO Sovcomflot group of companies has successfully completed the talks with the Japanese Sumitomo Mitsui Banking Corporation (SMBC) and Dutch bank FORTIS about a credit for the sum of USD 70 million.
The relative credit agreement was signed on December 18, 2006 in Paris.
The target of the credit is financing of the purchase of two vessels for LNG transportation - SCF Polar and SCF Arctic. Thus, Sovcomflot completed the contract conclusion on purchasing the two vessels from BG company. Having purchased the SCF Polar and SCF Arctic tankers for LNG transportation, OAO Sovcomflot group of companies became an independent commercial and technical operator in the sector of LNG transportation by sea.
Both vessels are in a long-term charter from the largest Spanish gas company Gas Natural, and their purchase, together with the acting charter, enables Sovcomflot to establish long-term relations with one of the largest operators of the LNG market.
The size and the ice class of the vessels make it possible to use them later to service Russian LNG projects.
Story Being Told
«The progress made by Russia is absolutely magnificent», said Neville Isdell, Chairman and CEO of The Coca-Cola Company at the World Economic Forum on 24-28 January, Davos. «People don’t understand how fundamentally Russia changed. We need to help Russia project itself in a different way. However, Russia must help itself. It has not always put its best foot forward» he said.
The issue for outsiders and investors is whether Russia is reliable, and investors in the country «feel that Russia is very, very reliable», said James Turley, Chairman and CEO, Ernst & Young. «Overwhelmingly, investors are seeing greater growth and plan to invest more in Russia», he said. He warned that there are ongoing problems of corruption and bureaucracy, but pointed out that «we take great comfort» in the fact that the government is not trying to brush these probems under the carpet. «Any progress made has been ignored», while «anything that goes wrong is highly publicised», said Steve Forbes, President and CEO of Forbes Inc. Too much attention is focused on oil and energy, while «the story not being told is the story of Russian entrepreneurship which is flourishing», said Turley.
Regarding Russia’s nationalized companies, Russia’s Trade Minister German Gref said that «you should sell everything that can be bought and if it can be bought, it should be in private hands».
Russia, Ukraine and Hungary Will Build Railway
Russia, Ukraine and Hungary have created a three-side commission to develop the grounds for the project of construction of an international logistic center on the basis of the terminal in Zakhonya (Hungary) and the railway line with the gauge 1,520 mm wide (Russian standard) from Chopa (Ukraine) to Zakhonya.
A respective common Declaration about strengthening the cooperation between the transport sectors of the three states was signed by the Minister of Hungarian Prime Minister’s Office György Szilvásy, the RF Minister of Transport Igor Levitin and the Ukrainian Minister of Transport and Communication Nikolay Rudkovsky in Kiev on February 3.
According to the Declaration, in the shortest time possible, the sides are to exchange offers on the members of the commission. Its first meeting is to be held on March 31, 2007.
To improve the efficiency of the projects, representatives of the interested transport and logistic companies, as well as consignors and consumers from Russia, Ukraine and Hungary, will be consulted.
One Billion Dollars of Annual Investments
«The need for investment providing development and stable work of the railway sector in 2007-2011 is USD 1 billion annually, according to the evaluations of our experts», said President of AO NC Kazakstan Temir Zholy Erlan Atamkulov.
«However, lack of investment remains one of the company’s main problems. And it largely restrains our opportunities». E. Atamkulov believes that the company’s investment plans can be carried out only by attracting state means and private investments on the principle of public-private partnership. He also said that in the next five years it is necessary to renew about 600 mainline locomotives and purchase 15,000 new freight wagons.
«Practically all this is purchased in Russia. However, there are prerequisites for construction of locomotives and wagons in Kazakhstan. The first Kazakh wagon will be constructed this year, and the first locomotive with Evolution engine will be delivered to us at the beginning of 2008», stated the Head of AO NC Kazakstan Temir Zholy.
Italians Go to Russia
During the meeting with RF Minister of Transport Igor Levitin, Deputy CEO of corporate development of AUTOSTRADE SpA Galliano Di Marco said that the company is to participate in tenders on construction of roads Moscow–Saint-Petersburg and Moscow–Minsk.
In his words, AUTOSTRADE SpA is to open a subsidiary in Russia to take part in the tenders. AUTOSTRADE SpA is one of the top three leading companies-concessionaires. It goes in for designing, construction and exploitation of roads. During the meeting, the sides discussed the prospects of the Italian company’s participation in the road projects carried out in the Russian Federation. Igor Levitin stressed that the Government had already approved some road projects.
«Applications for participation in the tender on construction of the Western High-Speed Diameter in Saint Petersburg are being taken. In March we plan to start taking applications for the project of a toll road Moscow-Saint Petersburg», said Igor Levitin.
The RF Minister of Transport also suggested that the Italian company paid attention to the transport corridor from Russia to China via Kazakhstan. «We are looking for investors for the corridor», the Minister said.
Rail Baltica in Lithuania: Are There Enough Means?
Lithuania has decided to invest USD 191.1 million into the project of a high-speed railway Rail Baltica from the means of the EU’s structural support for 2007-2013. Still, there are doubts that the sum will be sufficient to construct a railway to Kaunas.
Lithuania plans to construct a European-standard gauge to Kaunas for the trains to run there at the speed of 200 km/h. The sector between Kaunas and the Latvian border will be reconstructed, so that trains could reach the speed of 160 km/h.
«Everything depends on how much money we have. Naturally, we wish that the European railways got to Kaunas, but there will hardly be enough means for that», said Lithuanian Vice Minister of Communication and Transport Celovas Siksnelis.
Latvia and Estonia do not give up the idea of constructing only new European railways without any reconstruction of the old ones.
RF Joins Budapest Convention on Contract for Carriage of Goods by Inland Waterway
The RF State Duma approved the Law «On Joining of the Russian Federation to the Budapest Convention on the Contract for the Carriage of Goods by Inland Waterway».
The Convention sets unified rules for all the participants of the transportation process – carriers, consignors, consignees and ports. It envisages the liability for damaging and the special cases of exemption from liability, the limits of the carrier’s responsibility and the sum of compensation etc. The RF Government believes that fulfillment of the Convention requirements by Russian participants of foreign trade will be the most important part of the commercial support for river-sea freight transportation, in particular to the ports located at the Rhine and the Danube.
The Convention was signed by sixteen countries, playing an important role in international freight transportation along European inland waterways.
For hot news visit www.rzd-partner.com
[DETAIL_TEXT_TYPE] => html
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[PREVIEW_TEXT] => Assets Exceeded RUR 83 Billion
«In 2006, the total volume of assets of OAO RZD’s daughter companies is to exceed RUR 83 billion, and the net profit is to make RUR 4.3 billion», said President of OAO RZD Vladimir Yakunin at the meeting of the company’s Board.
[~PREVIEW_TEXT] => Assets Exceeded RUR 83 Billion
«In 2006, the total volume of assets of OAO RZD’s daughter companies is to exceed RUR 83 billion, and the net profit is to make RUR 4.3 billion», said President of OAO RZD Vladimir Yakunin at the meeting of the company’s Board.
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[DETAIL_TEXT] => Restraint as Basis for Leadership
In 11 months of 2006, Russian railways transported 1 bln 198 mln. 604 thousand tons of cargo (+2.9% year-on-year). Within cargo nomenclature transportation the results are as follows: coal – 260 mln 864 thousand tons (+3.1%), coke – 10 mln 310 thousand tons (- 0.5%), oil and products – 207 mln 906 thousand tons (+4.6%), iron and manganese ore – 99 mln 200 thousand tons (+7.1%), ferrous metals – 72 mln 819 thousand tons (+9.9%), ferrous metals scrap – 24 mln 395 thousand tons (+1.3%), chemical and mineral fertilizers – 39 mln 5 thousand tons (-0.3%), cement – 35 mln 413 thousand tons (+10.6%), timber – 59 mln 073 thousand tons (+1%), grain and grinding products – 20 mln 123 thousand tons (+0.1%), construction cargo – 187 mln 512 thousand tons (-2.8%).
The most profitable tendency for OAO RZD has become the increase in high-profitable cargo transportation (+5.4%). «Despite prices fluctuations on the oil market in early October, the dynamic growth of oil and products load was achieved amounting to 6%. High dynamics were also observed in ferrous metals transportation (+10.3%), paper (+9.5%), motor cars (+22.4%), and containerized cargo (+7.6%)», Vladimir Yakunin, OAO RZD President emphasizes.
In the opinion of Sofia Katkova, Director of Association of Rolling Stock owners, growth in oil railway transportation is explained by the fact that Rosneft fulfilled their obligations in oil delivery to China. In general, the company’s results show ОАО RZD increased oil transportation volume to China by 33.6% compared to 2005 results: now this volume makes 10 mln 264.3 thousand tons. Oil transportation volume via Zabaykalsk border check-point also grew (+71% year-on-year or 8 mln tons 896.3 thousand tons). Some 1 mln 368 thousand tons of oil was transported via Naushki border check-point (less by 1.8 times compared to 2005).
It is no secret that the structure of cargo railway transportation reflects the tendencies that could be observed in the national economy during the year. Thus, due to the large-scale construction, railways transported by 11% more cement. On the opposite, a significant drop of mineral fertilizers occurred due to an accident in the Uralkaly mine in Perm region.
Nevertheless, according to Vladimir Savchuk, Head of railway transport research department of Natural Monopolies Institute, railways haven’t shown any growth of load rates. They grew by 3% (the same as in 2005), and in 2006 load made 1.311 bln tons. This means that it will take OAO RZD another 5-6 years to achieve the load levels of 1992–1993.
In 2006, the profitability of ОАО RZD major activities made 3%, which is almost 2.5 times more as compared to last year results (1.3%). However, this is lower than the level adequate for intensive development of Russian railways.
It has to be said that a great role in the cargo turnover increase made by the company belongs to the quite restraint tariff policy carried out by OAO RZD. The year results show that the general growth of transport tariffs made 32.1%, whereas for railways they grew by 8.9%. Tariffs in the motor transport sector – railways’ immediate competitor – grew by 8.1%, which is less that those of the railways. However, the motor transport cargo turnover lagged behind the railways significantly. (The most serious contribution to the rise of tariffs was made by the pipe-transport: tariff increased by 58%, while growth made 1%).
In 2007 OAO RZD plans to transport over 1.326 bln tons of cargo (+1.2% year-on-year). According to OAO RZD experts, this growth is to be made at the expense of boost in transportation of coal, iron ore, chemicals and soda, timber and ferrous metals.
The passenger turnover grew by 3.8% compared to 2005 results. In 11 months of 2006 railways transported about 1 bln 260 mln passengers (+2.5% year-on-year). The most impressive passenger turnover was shown by the Kaliningradskaya (Kaliningrad), the Severo-Kavkazskaya (North-Caucasian), the Sverdlovskaya (Sverdlovsk) and the Moscovskaya (Moscow) railways.
In general, the sector development dynamics is obvious. However, the crucial shortage of rolling stock questions OAO RZD capability to satisfy their customers’ needs in near future.
Passenger flow to bring profits
During the period of January-November 2006, Russian airlines transported 35275.1 thousand people (+7.9% year-on-year). During the same period, the passenger turnover made 87 bln passenger per kilometer (+ 8.7% year-on-year) The percentage of seats occupation made 72.79% against 72.25%. The result of commercial load amounted to 61.28% against 61.05%.
The ton-kilometers result grew by 7.2% and amounted to 10474575.5 thousand ton per kilometer. Cargo turnover increased by 2.3% (2651797.6 thousand tone per kilometer). The postal and cargo delivery result also grew (+1.4%) and made 577775.8 tons.
Aircrafts of the national economy sector transported 1396.5 thousand passengers (+17.2% year-on-year). The cargo transportation share also increased and made 219419.3 tons (+41.9%).
According to the Federal Transport Inspection Service, in 2006, 182 aircraft operators of commercial civil aviation were registered in Russia. Compared to the results of crucial 1996, when on the ruins of the unified Soviet Aeroflot 389 air carriers were formed, by now their number has shortened two-fold. The biggest Russian airlines – OAO Aeroflot, ОАО Airline Siberia, ОАО Airline UTair, and ОАО Airline KrasAir – have transported half the passengers (35.1 mln people in 2005) in the recent years.
If 2005 is believed to be the critical one for the sector (according to the data of Transport Clearing Chamber, general transportation volumes in 2005 grew by only 3.9%, though in 2004 this figure was 14.9%), 2006 shows a more intensive passenger flow growth. Among the major reasons for this poor intensity, experts mention the unprecedented prices growth for fuel, lack of fuel-effective fleet and opportunities for its renewal, and, consequently, a tariff rise which makes air transport less available for the population.
According to ОАО Aeroflot data, in 2006 the airline boosted its passenger transportation volume by 8.7% year-on-year (7 mln 290 thousand people) In preliminary estimations, the airline revenue in dollar equivalent grew by 18.5%. A significant revenue growth is expected. The passenger turnover of the company rose by 8% and amounted to 22 bln 406 mln passengers per kilometer. The passenger seats occupation share was 70.1%, the level of commercial load made 57.7%.
The company’s turnover increased by 5.4% (2 bln 885 mln tons per kilometer) in 2006. General flights duration for the vessels park increased by 4.8%.
Incidentally, in 2007 Aeroflot increased its forecast for passenger transportation growth by 14.6%. In 2007 the company plans to transport 8.35 mln passengers. The previous forecast was developed for growth by 12% year-on-year. The company plans to boost its transportation volume at the expense of regular flights schedule optimization; vessel park modernization; on-line ticket service development; strengthening cooperation with partners within the Sky Team alliance; investment projects implementation and Sheremetyevo-3 terminal launch.
ОАО Airline Siberia plans to boost the revenue by 40% (USD 1 bln). According to Commercial Director of the company Anton Eryomin, passenger transportation volume is to be increased up to 5 mln people against 4.2 mln people in 2005.
ОАО Airline UTair increased its passenger transportation by 28.1%. This is over 2.417 mln passengers. The company’s turnover grew by 23.1%. From January to December, the volume of post transported by airline grew by 38.7%, while cargo – by 15.4%. Industrial flight duration made 110 000 flight hours, having exceeded 2005 results by 15.3%.
During 12 months of 2006, KrasAir vessels transported 1 852 042 passengers (+2% year-on-year), wherein regular flights resulted in transportation of 1 187 507 people (+17%). The passenger turnover made 5 445 mln passenger kilometers, wherein 3 645 mln passenger kilometers (+14%) apply to regular flights.
In 2006 the tonne-kilometers volume made 538 973 thousand tons per kilometer (-2%), including regular flights results of 371 360 thousand tons per kilometer (+12%).
During 12 months of 2006, KrasAir vessels transported 15 200 tons of cargo (-10%). Experts believe, this drop in cargo transportation was caused by the retirement of the long-distance cargo air liner Il-76 that operated regular flights in 2005 and was capable of carrying about 30 tons of cargo. Moreover, due to the toughening regulations on Chinese goods import, its share decreased and influenced the general result of cargo transportation volume of the company.
Experts of KrasAir’s economic department noted that a significant increase in flights duration and passenger turnover was achieved due to the expansion of the company’s route-net and flights frequency growth. This is an effect of joining the company AirUnion.
In the opinion of Alexander Yurchik, Head of the Federal Air Transport Service, alternations of aviation market will carry on in the near future, and big competitive players with competitive strategies, who operate systemic flights and cover wide net of destinations, will win. «In future, the number of domestic airlines will shrink up to 3-5 big airlines and 10 regional operators».
Not only freight
Experts believe that change in freight rates caused a significant drop of sea transportation (-5.1%). Tonnage supply is continuing to grow with the world fleet growth, i.e. much faster than that of demand. As a result, in 2006 market balance of supply and demand changed and that brought drop of freight rate level for tankers, bulk carriers, container carriers and other vessels.
Speaking of fleet structure in terms of flags registration, the world business community can not cope with the tendency for transport tonnage to flow towards «convenient» flags. This problem has remained one of the crucial issues for Russia as well.
According to the RF Ministry of Transport, the cargo handling volume in sea ports of Russia during 11 months of 2006 grew by 2.8% year-on-year and made 383.3 mln tons, including the growth demonstrated by bulk cargo (+0.4% or 159.7 mln tons) and liquid cargo – by 4.6% (223.6 mln tons)
Cargo handling volume made by stevedoring companies of the North-West basin grew by 6.9% (174.5 mln tons), wherein dry bulk – by 3.4% (67.8 mln tons), liquid – by 9.3% (106.7 mln tons).
The cargo handling volume made by the stevedoring companies of the South basin increased by 0.7% (145.8 mln tons), wherein dry bulk – by 1.8% (43.2 mln tons), liquid – by 0.2% (102.6 mln tons).
Cargo handling volume made by stevedoring companies of the Far-East basin dropped by 2.7% (62.9 mln tons), wherein dry bulk decreased by 4.5% (48.7 mln tons), liquid bulk grew by 3.8% (14.2 mln tons).
The forecasted cargo turnover of Russian sea ports in 2006 will make 416 -420 mln tons (+ 2-3% year-on-year).
According to the Association ot Sea Ports of Russia, in 2006, Russian ports handled 293.3 mln tons of foreign trade cargo (+3.4% or 9.5 mln tons). The growth was observed for all cargo nomenclatures of export-import transportation with the exception of mineral fertilizers, which dropped by 21.5% to 8.5 mln tons. Russian ports handled over 120 mln tons of dry foreign trade cargo (+0.5%) and 173 mln tons of liquid cargo (+5.44% or over 8.9 mln tons). Experts of the Association note that the whole volume of liquid bulk was handled by the Russian ports.
The cargo handling volume via the foreign ports stayed at its last year level and made 73.6 mln tons. Considering the significant drop in oil and products volumes (-17.9%), neighboring ports increased the handling volume of dry bulk (+13,8%), in particular, coal.
Transportation volume via the Baltic countries decreased by 3.3 mln tons and amounted to 47.5 mln tons (-6.5%). Liquid bulk dropped by over 5 mln tons (-18.3%). Dry bulk handing, on the contrary, boosted by 7% or 1.73 mln tons. At the same time, the drop in handling metals, mineral fertilizers and timber was compensated by coal handling growth by over 2.19 mln tons (+15% to 16.8 mln tons) Ukrainian ports increased the handling of Russian foreign trade cargo by 12% (+2.8 mln tons) due to dry bulk growth, including coal handling rise by 2 mln tons. All in all, during 9 months of 2006, the ports of Ukraine handled over 26 mln tons of Russian foreign trade cargo, wherein dry bulk took 20.95 mln tons (+22%). Liquid bulk dropped by over 16% to 5.2 mln tons.
Positions surrendered …
According to the RF Federal State Statistics Service, the cargo turnover fall for domestic water transport made 17.5%. According to preliminary data of the RF Ministry of Transport, the cargo transportation volume by domestic water transport in 2006 kept the previous year level and made about 133 mln tons (100.1% year-on-year) with cargo turnover of 73.5 mln tons (85.4% year-on-year), wherein oil liquid bulk made 10.7 mln tons (62.2% year-on-year), dry bulk – 95.8 mln tons (107.4%), timber in rafts – 1.3 mln tons (68.5%).
It is known that water transport is seasonal and depends on navigation terms. In 2006 navigation started later than usual in certain sectors of the Volga, Kama, Severo-Dvinsky, Belomorsko-Onezhsky and Baikal-Amur state basin administrations. Ice made it impossible to start navigation on time, thus, it was delayed by 3-4 or even 12 days.
Cargo nomenclature for water transport in 2006 looks as follows: building materials – 67.2%, oil and products – 9.9%, timber – 5.6%, metals – 2%, grain and grinding products– 2.2%, fertilizers – 1.6%.
During 2006 navigation, cargo transportation achieved the following results. For the Volga-Baltiisky route it made 15.1 mln tons (- 3.3 mln tons or 82.5%). Oil transportation dropped twofold and made 2.7 mln tons (in 2005 – 5.5 mln tons); for the Volga-Don route it made 8.0 mln tons (-0.8 mln tons year-on-year, 91%), wherein oil products took 4.1 mln tons (-1 mln tons year-on-year, 80%).
At the same time, experts note the tendency for cargo flows to fall, which was observed mainly on the routes of the Unified Deep Water System (UDWS) of the European part of Russia, in particular, on the Volga-Baltiysky water way and the Volga-Don canal. Experts state that during summer navigation UDWS volumes dropped by 12–13% on average. For example, some 15.1 mln tons of cargo was transported via the Volga-Baltiysky route (-3.3 mln tons year-on-year). The Volga-Don showed results of 8 mln tons of cargo transportation (-0.8 mln tons year-on-year).
Last navigation changed the transported cargo structure. In particular, domestic water transport lost a significant volume of its traditional cargo flow of oil products. In some experts’ opinions, it is about 6.5 mln tons. For example, oil transportation via the Volga-Baltiysky route decreased twofold and made 2.7 mln tons, via the Volga-Don canal – 4.1 mln tons (-1 mln tons year-on-year).
This unsuccessful season for oil transportation can be explained by the arrest of about 250 tankers of the biggest Russian shipping company OAO Volgotanker. Moreover, in the opinion of those working in river business, it was also caused by the dumping tariff policy carried out by OAO RZD towards fuel-energy cargo (coal included).
Together with that, the volume of timber haulage dropped by 0.6 mln tons. However, this was compensated by dry bulk transportation increase by 5.5% year-on-year, which amounted to 87.8% when the share of oil cargo dropped by 5% (as a result, in the general rating of transportation volumes they took the second place – 11%). Timber transportation by rafts decreased by 0.5% (the third place – 1.2%).
Experts note that at present the crucial problem for river transport is the costly infrastructure maintenance. Due to the fact that it is worn-out, significant cargo flows switched to motor transport. This is why at present river transports construction cargo, which is an unprofitable cargo for railway transportation. These changes influenced the proportion of domestic and foreign transportation. Thus, the share of the latter made about 18.7% (in 2005 – 27%). Consequently, domestic transportation took 81.3% (in 2005 – 73%). According to experts, this re-distribution was influenced by the drop of oil cargo transported by inland water ways of the European part of the country.
According to preliminary data of the RF Transport Ministry, in 2006, river carriers transported 18.6 mln passengers with passenger turnover of 806.2 mln passengers per kilometer (-2.1 mln people (89.9%) and 75 mln passenger per kilometer (91.5%). «The decrease in passenger transportation is caused by the Federal Law № 122-ФЗ issued on 22.08.04 and effective from January 1, 2005, as well as motor transportation development in regions», Igor Levitin, the RF Transport Minister clarified.
Profit without Guarantees
During 11 months of 2006, motor transport transported 6.23 bln tons of cargo or 101% year-on-year. Cargo turnover grew by 2.4%. Cargo transportation made 1.67 bln tons (112% year-on-year), cargo turnover – 68.06 bln tons per kilometer (108.4%).
It should be noted that over 73% from the aggregate volume of transportation in national economy is implemented by motor transport that belongs to different enterprises to satisfy their own needs.
Profitability of this activity made 3% against 0.4% last year. The motor transport sector functioned at its most efficient in Novosibirsk region – 20.9% of profitability, Rostov region – 12.7%, Volgograd region – 8.8%, and Sakhalin region – 14.6%. In 2006, cargo transportation was profitable in 41 regions out of 82 (against 38 last year).
Experts note transportation volume rise in Russia-Finland communication, especially in transit, as well as in container truck transportation and motor carriers. Moreover, according to the Association of International Motor Carriers, the position of international hauliers on the Russian transport market improved. Earlier, due to limited motor parks, their share made 25%; nowadays it grew by 39%. According to experts, 48% is taken by foreign «parity» carriers, i.e. those operators between whose countries Russia implements transportation. The rest 13% is third country carriers.
Transportation volume growth made by foreign international carriers amounted to 5%, whereas the one made by Russian operators to 8.5%. A certain shortening of the third countries carriers number on the market was achieved.
Motor transport regulation is still an unsolved problem. Also, among the crucial problems of the sector there are motor transportation problems in the North- West direction of the RF state border. According to Victor Dyachenko, Head of Department of Customs Control of the RF Federal Customs Service, border check-points which are responsible for export-import transportation registration are exhausted. In this respect, further attraction of customs officials to these procedures is not efficient. «To improve the situation it is necessary to take such effective steps as launch new border check-points, modernize the already existing units and upgrade them with new technologies, improve road infrastructure», he clarifies.
by Yekaterina Glazunova
[~DETAIL_TEXT] => Restraint as Basis for Leadership
In 11 months of 2006, Russian railways transported 1 bln 198 mln. 604 thousand tons of cargo (+2.9% year-on-year). Within cargo nomenclature transportation the results are as follows: coal – 260 mln 864 thousand tons (+3.1%), coke – 10 mln 310 thousand tons (- 0.5%), oil and products – 207 mln 906 thousand tons (+4.6%), iron and manganese ore – 99 mln 200 thousand tons (+7.1%), ferrous metals – 72 mln 819 thousand tons (+9.9%), ferrous metals scrap – 24 mln 395 thousand tons (+1.3%), chemical and mineral fertilizers – 39 mln 5 thousand tons (-0.3%), cement – 35 mln 413 thousand tons (+10.6%), timber – 59 mln 073 thousand tons (+1%), grain and grinding products – 20 mln 123 thousand tons (+0.1%), construction cargo – 187 mln 512 thousand tons (-2.8%).
The most profitable tendency for OAO RZD has become the increase in high-profitable cargo transportation (+5.4%). «Despite prices fluctuations on the oil market in early October, the dynamic growth of oil and products load was achieved amounting to 6%. High dynamics were also observed in ferrous metals transportation (+10.3%), paper (+9.5%), motor cars (+22.4%), and containerized cargo (+7.6%)», Vladimir Yakunin, OAO RZD President emphasizes.
In the opinion of Sofia Katkova, Director of Association of Rolling Stock owners, growth in oil railway transportation is explained by the fact that Rosneft fulfilled their obligations in oil delivery to China. In general, the company’s results show ОАО RZD increased oil transportation volume to China by 33.6% compared to 2005 results: now this volume makes 10 mln 264.3 thousand tons. Oil transportation volume via Zabaykalsk border check-point also grew (+71% year-on-year or 8 mln tons 896.3 thousand tons). Some 1 mln 368 thousand tons of oil was transported via Naushki border check-point (less by 1.8 times compared to 2005).
It is no secret that the structure of cargo railway transportation reflects the tendencies that could be observed in the national economy during the year. Thus, due to the large-scale construction, railways transported by 11% more cement. On the opposite, a significant drop of mineral fertilizers occurred due to an accident in the Uralkaly mine in Perm region.
Nevertheless, according to Vladimir Savchuk, Head of railway transport research department of Natural Monopolies Institute, railways haven’t shown any growth of load rates. They grew by 3% (the same as in 2005), and in 2006 load made 1.311 bln tons. This means that it will take OAO RZD another 5-6 years to achieve the load levels of 1992–1993.
In 2006, the profitability of ОАО RZD major activities made 3%, which is almost 2.5 times more as compared to last year results (1.3%). However, this is lower than the level adequate for intensive development of Russian railways.
It has to be said that a great role in the cargo turnover increase made by the company belongs to the quite restraint tariff policy carried out by OAO RZD. The year results show that the general growth of transport tariffs made 32.1%, whereas for railways they grew by 8.9%. Tariffs in the motor transport sector – railways’ immediate competitor – grew by 8.1%, which is less that those of the railways. However, the motor transport cargo turnover lagged behind the railways significantly. (The most serious contribution to the rise of tariffs was made by the pipe-transport: tariff increased by 58%, while growth made 1%).
In 2007 OAO RZD plans to transport over 1.326 bln tons of cargo (+1.2% year-on-year). According to OAO RZD experts, this growth is to be made at the expense of boost in transportation of coal, iron ore, chemicals and soda, timber and ferrous metals.
The passenger turnover grew by 3.8% compared to 2005 results. In 11 months of 2006 railways transported about 1 bln 260 mln passengers (+2.5% year-on-year). The most impressive passenger turnover was shown by the Kaliningradskaya (Kaliningrad), the Severo-Kavkazskaya (North-Caucasian), the Sverdlovskaya (Sverdlovsk) and the Moscovskaya (Moscow) railways.
In general, the sector development dynamics is obvious. However, the crucial shortage of rolling stock questions OAO RZD capability to satisfy their customers’ needs in near future.
Passenger flow to bring profits
During the period of January-November 2006, Russian airlines transported 35275.1 thousand people (+7.9% year-on-year). During the same period, the passenger turnover made 87 bln passenger per kilometer (+ 8.7% year-on-year) The percentage of seats occupation made 72.79% against 72.25%. The result of commercial load amounted to 61.28% against 61.05%.
The ton-kilometers result grew by 7.2% and amounted to 10474575.5 thousand ton per kilometer. Cargo turnover increased by 2.3% (2651797.6 thousand tone per kilometer). The postal and cargo delivery result also grew (+1.4%) and made 577775.8 tons.
Aircrafts of the national economy sector transported 1396.5 thousand passengers (+17.2% year-on-year). The cargo transportation share also increased and made 219419.3 tons (+41.9%).
According to the Federal Transport Inspection Service, in 2006, 182 aircraft operators of commercial civil aviation were registered in Russia. Compared to the results of crucial 1996, when on the ruins of the unified Soviet Aeroflot 389 air carriers were formed, by now their number has shortened two-fold. The biggest Russian airlines – OAO Aeroflot, ОАО Airline Siberia, ОАО Airline UTair, and ОАО Airline KrasAir – have transported half the passengers (35.1 mln people in 2005) in the recent years.
If 2005 is believed to be the critical one for the sector (according to the data of Transport Clearing Chamber, general transportation volumes in 2005 grew by only 3.9%, though in 2004 this figure was 14.9%), 2006 shows a more intensive passenger flow growth. Among the major reasons for this poor intensity, experts mention the unprecedented prices growth for fuel, lack of fuel-effective fleet and opportunities for its renewal, and, consequently, a tariff rise which makes air transport less available for the population.
According to ОАО Aeroflot data, in 2006 the airline boosted its passenger transportation volume by 8.7% year-on-year (7 mln 290 thousand people) In preliminary estimations, the airline revenue in dollar equivalent grew by 18.5%. A significant revenue growth is expected. The passenger turnover of the company rose by 8% and amounted to 22 bln 406 mln passengers per kilometer. The passenger seats occupation share was 70.1%, the level of commercial load made 57.7%.
The company’s turnover increased by 5.4% (2 bln 885 mln tons per kilometer) in 2006. General flights duration for the vessels park increased by 4.8%.
Incidentally, in 2007 Aeroflot increased its forecast for passenger transportation growth by 14.6%. In 2007 the company plans to transport 8.35 mln passengers. The previous forecast was developed for growth by 12% year-on-year. The company plans to boost its transportation volume at the expense of regular flights schedule optimization; vessel park modernization; on-line ticket service development; strengthening cooperation with partners within the Sky Team alliance; investment projects implementation and Sheremetyevo-3 terminal launch.
ОАО Airline Siberia plans to boost the revenue by 40% (USD 1 bln). According to Commercial Director of the company Anton Eryomin, passenger transportation volume is to be increased up to 5 mln people against 4.2 mln people in 2005.
ОАО Airline UTair increased its passenger transportation by 28.1%. This is over 2.417 mln passengers. The company’s turnover grew by 23.1%. From January to December, the volume of post transported by airline grew by 38.7%, while cargo – by 15.4%. Industrial flight duration made 110 000 flight hours, having exceeded 2005 results by 15.3%.
During 12 months of 2006, KrasAir vessels transported 1 852 042 passengers (+2% year-on-year), wherein regular flights resulted in transportation of 1 187 507 people (+17%). The passenger turnover made 5 445 mln passenger kilometers, wherein 3 645 mln passenger kilometers (+14%) apply to regular flights.
In 2006 the tonne-kilometers volume made 538 973 thousand tons per kilometer (-2%), including regular flights results of 371 360 thousand tons per kilometer (+12%).
During 12 months of 2006, KrasAir vessels transported 15 200 tons of cargo (-10%). Experts believe, this drop in cargo transportation was caused by the retirement of the long-distance cargo air liner Il-76 that operated regular flights in 2005 and was capable of carrying about 30 tons of cargo. Moreover, due to the toughening regulations on Chinese goods import, its share decreased and influenced the general result of cargo transportation volume of the company.
Experts of KrasAir’s economic department noted that a significant increase in flights duration and passenger turnover was achieved due to the expansion of the company’s route-net and flights frequency growth. This is an effect of joining the company AirUnion.
In the opinion of Alexander Yurchik, Head of the Federal Air Transport Service, alternations of aviation market will carry on in the near future, and big competitive players with competitive strategies, who operate systemic flights and cover wide net of destinations, will win. «In future, the number of domestic airlines will shrink up to 3-5 big airlines and 10 regional operators».
Not only freight
Experts believe that change in freight rates caused a significant drop of sea transportation (-5.1%). Tonnage supply is continuing to grow with the world fleet growth, i.e. much faster than that of demand. As a result, in 2006 market balance of supply and demand changed and that brought drop of freight rate level for tankers, bulk carriers, container carriers and other vessels.
Speaking of fleet structure in terms of flags registration, the world business community can not cope with the tendency for transport tonnage to flow towards «convenient» flags. This problem has remained one of the crucial issues for Russia as well.
According to the RF Ministry of Transport, the cargo handling volume in sea ports of Russia during 11 months of 2006 grew by 2.8% year-on-year and made 383.3 mln tons, including the growth demonstrated by bulk cargo (+0.4% or 159.7 mln tons) and liquid cargo – by 4.6% (223.6 mln tons)
Cargo handling volume made by stevedoring companies of the North-West basin grew by 6.9% (174.5 mln tons), wherein dry bulk – by 3.4% (67.8 mln tons), liquid – by 9.3% (106.7 mln tons).
The cargo handling volume made by the stevedoring companies of the South basin increased by 0.7% (145.8 mln tons), wherein dry bulk – by 1.8% (43.2 mln tons), liquid – by 0.2% (102.6 mln tons).
Cargo handling volume made by stevedoring companies of the Far-East basin dropped by 2.7% (62.9 mln tons), wherein dry bulk decreased by 4.5% (48.7 mln tons), liquid bulk grew by 3.8% (14.2 mln tons).
The forecasted cargo turnover of Russian sea ports in 2006 will make 416 -420 mln tons (+ 2-3% year-on-year).
According to the Association ot Sea Ports of Russia, in 2006, Russian ports handled 293.3 mln tons of foreign trade cargo (+3.4% or 9.5 mln tons). The growth was observed for all cargo nomenclatures of export-import transportation with the exception of mineral fertilizers, which dropped by 21.5% to 8.5 mln tons. Russian ports handled over 120 mln tons of dry foreign trade cargo (+0.5%) and 173 mln tons of liquid cargo (+5.44% or over 8.9 mln tons). Experts of the Association note that the whole volume of liquid bulk was handled by the Russian ports.
The cargo handling volume via the foreign ports stayed at its last year level and made 73.6 mln tons. Considering the significant drop in oil and products volumes (-17.9%), neighboring ports increased the handling volume of dry bulk (+13,8%), in particular, coal.
Transportation volume via the Baltic countries decreased by 3.3 mln tons and amounted to 47.5 mln tons (-6.5%). Liquid bulk dropped by over 5 mln tons (-18.3%). Dry bulk handing, on the contrary, boosted by 7% or 1.73 mln tons. At the same time, the drop in handling metals, mineral fertilizers and timber was compensated by coal handling growth by over 2.19 mln tons (+15% to 16.8 mln tons) Ukrainian ports increased the handling of Russian foreign trade cargo by 12% (+2.8 mln tons) due to dry bulk growth, including coal handling rise by 2 mln tons. All in all, during 9 months of 2006, the ports of Ukraine handled over 26 mln tons of Russian foreign trade cargo, wherein dry bulk took 20.95 mln tons (+22%). Liquid bulk dropped by over 16% to 5.2 mln tons.
Positions surrendered …
According to the RF Federal State Statistics Service, the cargo turnover fall for domestic water transport made 17.5%. According to preliminary data of the RF Ministry of Transport, the cargo transportation volume by domestic water transport in 2006 kept the previous year level and made about 133 mln tons (100.1% year-on-year) with cargo turnover of 73.5 mln tons (85.4% year-on-year), wherein oil liquid bulk made 10.7 mln tons (62.2% year-on-year), dry bulk – 95.8 mln tons (107.4%), timber in rafts – 1.3 mln tons (68.5%).
It is known that water transport is seasonal and depends on navigation terms. In 2006 navigation started later than usual in certain sectors of the Volga, Kama, Severo-Dvinsky, Belomorsko-Onezhsky and Baikal-Amur state basin administrations. Ice made it impossible to start navigation on time, thus, it was delayed by 3-4 or even 12 days.
Cargo nomenclature for water transport in 2006 looks as follows: building materials – 67.2%, oil and products – 9.9%, timber – 5.6%, metals – 2%, grain and grinding products– 2.2%, fertilizers – 1.6%.
During 2006 navigation, cargo transportation achieved the following results. For the Volga-Baltiisky route it made 15.1 mln tons (- 3.3 mln tons or 82.5%). Oil transportation dropped twofold and made 2.7 mln tons (in 2005 – 5.5 mln tons); for the Volga-Don route it made 8.0 mln tons (-0.8 mln tons year-on-year, 91%), wherein oil products took 4.1 mln tons (-1 mln tons year-on-year, 80%).
At the same time, experts note the tendency for cargo flows to fall, which was observed mainly on the routes of the Unified Deep Water System (UDWS) of the European part of Russia, in particular, on the Volga-Baltiysky water way and the Volga-Don canal. Experts state that during summer navigation UDWS volumes dropped by 12–13% on average. For example, some 15.1 mln tons of cargo was transported via the Volga-Baltiysky route (-3.3 mln tons year-on-year). The Volga-Don showed results of 8 mln tons of cargo transportation (-0.8 mln tons year-on-year).
Last navigation changed the transported cargo structure. In particular, domestic water transport lost a significant volume of its traditional cargo flow of oil products. In some experts’ opinions, it is about 6.5 mln tons. For example, oil transportation via the Volga-Baltiysky route decreased twofold and made 2.7 mln tons, via the Volga-Don canal – 4.1 mln tons (-1 mln tons year-on-year).
This unsuccessful season for oil transportation can be explained by the arrest of about 250 tankers of the biggest Russian shipping company OAO Volgotanker. Moreover, in the opinion of those working in river business, it was also caused by the dumping tariff policy carried out by OAO RZD towards fuel-energy cargo (coal included).
Together with that, the volume of timber haulage dropped by 0.6 mln tons. However, this was compensated by dry bulk transportation increase by 5.5% year-on-year, which amounted to 87.8% when the share of oil cargo dropped by 5% (as a result, in the general rating of transportation volumes they took the second place – 11%). Timber transportation by rafts decreased by 0.5% (the third place – 1.2%).
Experts note that at present the crucial problem for river transport is the costly infrastructure maintenance. Due to the fact that it is worn-out, significant cargo flows switched to motor transport. This is why at present river transports construction cargo, which is an unprofitable cargo for railway transportation. These changes influenced the proportion of domestic and foreign transportation. Thus, the share of the latter made about 18.7% (in 2005 – 27%). Consequently, domestic transportation took 81.3% (in 2005 – 73%). According to experts, this re-distribution was influenced by the drop of oil cargo transported by inland water ways of the European part of the country.
According to preliminary data of the RF Transport Ministry, in 2006, river carriers transported 18.6 mln passengers with passenger turnover of 806.2 mln passengers per kilometer (-2.1 mln people (89.9%) and 75 mln passenger per kilometer (91.5%). «The decrease in passenger transportation is caused by the Federal Law № 122-ФЗ issued on 22.08.04 and effective from January 1, 2005, as well as motor transportation development in regions», Igor Levitin, the RF Transport Minister clarified.
Profit without Guarantees
During 11 months of 2006, motor transport transported 6.23 bln tons of cargo or 101% year-on-year. Cargo turnover grew by 2.4%. Cargo transportation made 1.67 bln tons (112% year-on-year), cargo turnover – 68.06 bln tons per kilometer (108.4%).
It should be noted that over 73% from the aggregate volume of transportation in national economy is implemented by motor transport that belongs to different enterprises to satisfy their own needs.
Profitability of this activity made 3% against 0.4% last year. The motor transport sector functioned at its most efficient in Novosibirsk region – 20.9% of profitability, Rostov region – 12.7%, Volgograd region – 8.8%, and Sakhalin region – 14.6%. In 2006, cargo transportation was profitable in 41 regions out of 82 (against 38 last year).
Experts note transportation volume rise in Russia-Finland communication, especially in transit, as well as in container truck transportation and motor carriers. Moreover, according to the Association of International Motor Carriers, the position of international hauliers on the Russian transport market improved. Earlier, due to limited motor parks, their share made 25%; nowadays it grew by 39%. According to experts, 48% is taken by foreign «parity» carriers, i.e. those operators between whose countries Russia implements transportation. The rest 13% is third country carriers.
Transportation volume growth made by foreign international carriers amounted to 5%, whereas the one made by Russian operators to 8.5%. A certain shortening of the third countries carriers number on the market was achieved.
Motor transport regulation is still an unsolved problem. Also, among the crucial problems of the sector there are motor transportation problems in the North- West direction of the RF state border. According to Victor Dyachenko, Head of Department of Customs Control of the RF Federal Customs Service, border check-points which are responsible for export-import transportation registration are exhausted. In this respect, further attraction of customs officials to these procedures is not efficient. «To improve the situation it is necessary to take such effective steps as launch new border check-points, modernize the already existing units and upgrade them with new technologies, improve road infrastructure», he clarifies.
by Yekaterina Glazunova
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[SECTION_META_DESCRIPTION] => The RF Federal State Statistics Service has summed up the results of transport complex functioning during 2006. In general, cargo turnover of the country grew by 2.2%, while railway transportation growth made 5%, which is the best sectoral result (1950.9 trl tons per kilometer). This result exceeded the company’s plans by 0.7%. Sea and water transportation demonstrated a certain decrease (-5.1% and -17.5% respectively).
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[ELEMENT_META_DESCRIPTION] => The RF Federal State Statistics Service has summed up the results of transport complex functioning during 2006. In general, cargo turnover of the country grew by 2.2%, while railway transportation growth made 5%, which is the best sectoral result (1950.9 trl tons per kilometer). This result exceeded the company’s plans by 0.7%. Sea and water transportation demonstrated a certain decrease (-5.1% and -17.5% respectively).
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[DETAIL_TEXT] => Restraint as Basis for Leadership
In 11 months of 2006, Russian railways transported 1 bln 198 mln. 604 thousand tons of cargo (+2.9% year-on-year). Within cargo nomenclature transportation the results are as follows: coal – 260 mln 864 thousand tons (+3.1%), coke – 10 mln 310 thousand tons (- 0.5%), oil and products – 207 mln 906 thousand tons (+4.6%), iron and manganese ore – 99 mln 200 thousand tons (+7.1%), ferrous metals – 72 mln 819 thousand tons (+9.9%), ferrous metals scrap – 24 mln 395 thousand tons (+1.3%), chemical and mineral fertilizers – 39 mln 5 thousand tons (-0.3%), cement – 35 mln 413 thousand tons (+10.6%), timber – 59 mln 073 thousand tons (+1%), grain and grinding products – 20 mln 123 thousand tons (+0.1%), construction cargo – 187 mln 512 thousand tons (-2.8%).
The most profitable tendency for OAO RZD has become the increase in high-profitable cargo transportation (+5.4%). «Despite prices fluctuations on the oil market in early October, the dynamic growth of oil and products load was achieved amounting to 6%. High dynamics were also observed in ferrous metals transportation (+10.3%), paper (+9.5%), motor cars (+22.4%), and containerized cargo (+7.6%)», Vladimir Yakunin, OAO RZD President emphasizes.
In the opinion of Sofia Katkova, Director of Association of Rolling Stock owners, growth in oil railway transportation is explained by the fact that Rosneft fulfilled their obligations in oil delivery to China. In general, the company’s results show ОАО RZD increased oil transportation volume to China by 33.6% compared to 2005 results: now this volume makes 10 mln 264.3 thousand tons. Oil transportation volume via Zabaykalsk border check-point also grew (+71% year-on-year or 8 mln tons 896.3 thousand tons). Some 1 mln 368 thousand tons of oil was transported via Naushki border check-point (less by 1.8 times compared to 2005).
It is no secret that the structure of cargo railway transportation reflects the tendencies that could be observed in the national economy during the year. Thus, due to the large-scale construction, railways transported by 11% more cement. On the opposite, a significant drop of mineral fertilizers occurred due to an accident in the Uralkaly mine in Perm region.
Nevertheless, according to Vladimir Savchuk, Head of railway transport research department of Natural Monopolies Institute, railways haven’t shown any growth of load rates. They grew by 3% (the same as in 2005), and in 2006 load made 1.311 bln tons. This means that it will take OAO RZD another 5-6 years to achieve the load levels of 1992–1993.
In 2006, the profitability of ОАО RZD major activities made 3%, which is almost 2.5 times more as compared to last year results (1.3%). However, this is lower than the level adequate for intensive development of Russian railways.
It has to be said that a great role in the cargo turnover increase made by the company belongs to the quite restraint tariff policy carried out by OAO RZD. The year results show that the general growth of transport tariffs made 32.1%, whereas for railways they grew by 8.9%. Tariffs in the motor transport sector – railways’ immediate competitor – grew by 8.1%, which is less that those of the railways. However, the motor transport cargo turnover lagged behind the railways significantly. (The most serious contribution to the rise of tariffs was made by the pipe-transport: tariff increased by 58%, while growth made 1%).
In 2007 OAO RZD plans to transport over 1.326 bln tons of cargo (+1.2% year-on-year). According to OAO RZD experts, this growth is to be made at the expense of boost in transportation of coal, iron ore, chemicals and soda, timber and ferrous metals.
The passenger turnover grew by 3.8% compared to 2005 results. In 11 months of 2006 railways transported about 1 bln 260 mln passengers (+2.5% year-on-year). The most impressive passenger turnover was shown by the Kaliningradskaya (Kaliningrad), the Severo-Kavkazskaya (North-Caucasian), the Sverdlovskaya (Sverdlovsk) and the Moscovskaya (Moscow) railways.
In general, the sector development dynamics is obvious. However, the crucial shortage of rolling stock questions OAO RZD capability to satisfy their customers’ needs in near future.
Passenger flow to bring profits
During the period of January-November 2006, Russian airlines transported 35275.1 thousand people (+7.9% year-on-year). During the same period, the passenger turnover made 87 bln passenger per kilometer (+ 8.7% year-on-year) The percentage of seats occupation made 72.79% against 72.25%. The result of commercial load amounted to 61.28% against 61.05%.
The ton-kilometers result grew by 7.2% and amounted to 10474575.5 thousand ton per kilometer. Cargo turnover increased by 2.3% (2651797.6 thousand tone per kilometer). The postal and cargo delivery result also grew (+1.4%) and made 577775.8 tons.
Aircrafts of the national economy sector transported 1396.5 thousand passengers (+17.2% year-on-year). The cargo transportation share also increased and made 219419.3 tons (+41.9%).
According to the Federal Transport Inspection Service, in 2006, 182 aircraft operators of commercial civil aviation were registered in Russia. Compared to the results of crucial 1996, when on the ruins of the unified Soviet Aeroflot 389 air carriers were formed, by now their number has shortened two-fold. The biggest Russian airlines – OAO Aeroflot, ОАО Airline Siberia, ОАО Airline UTair, and ОАО Airline KrasAir – have transported half the passengers (35.1 mln people in 2005) in the recent years.
If 2005 is believed to be the critical one for the sector (according to the data of Transport Clearing Chamber, general transportation volumes in 2005 grew by only 3.9%, though in 2004 this figure was 14.9%), 2006 shows a more intensive passenger flow growth. Among the major reasons for this poor intensity, experts mention the unprecedented prices growth for fuel, lack of fuel-effective fleet and opportunities for its renewal, and, consequently, a tariff rise which makes air transport less available for the population.
According to ОАО Aeroflot data, in 2006 the airline boosted its passenger transportation volume by 8.7% year-on-year (7 mln 290 thousand people) In preliminary estimations, the airline revenue in dollar equivalent grew by 18.5%. A significant revenue growth is expected. The passenger turnover of the company rose by 8% and amounted to 22 bln 406 mln passengers per kilometer. The passenger seats occupation share was 70.1%, the level of commercial load made 57.7%.
The company’s turnover increased by 5.4% (2 bln 885 mln tons per kilometer) in 2006. General flights duration for the vessels park increased by 4.8%.
Incidentally, in 2007 Aeroflot increased its forecast for passenger transportation growth by 14.6%. In 2007 the company plans to transport 8.35 mln passengers. The previous forecast was developed for growth by 12% year-on-year. The company plans to boost its transportation volume at the expense of regular flights schedule optimization; vessel park modernization; on-line ticket service development; strengthening cooperation with partners within the Sky Team alliance; investment projects implementation and Sheremetyevo-3 terminal launch.
ОАО Airline Siberia plans to boost the revenue by 40% (USD 1 bln). According to Commercial Director of the company Anton Eryomin, passenger transportation volume is to be increased up to 5 mln people against 4.2 mln people in 2005.
ОАО Airline UTair increased its passenger transportation by 28.1%. This is over 2.417 mln passengers. The company’s turnover grew by 23.1%. From January to December, the volume of post transported by airline grew by 38.7%, while cargo – by 15.4%. Industrial flight duration made 110 000 flight hours, having exceeded 2005 results by 15.3%.
During 12 months of 2006, KrasAir vessels transported 1 852 042 passengers (+2% year-on-year), wherein regular flights resulted in transportation of 1 187 507 people (+17%). The passenger turnover made 5 445 mln passenger kilometers, wherein 3 645 mln passenger kilometers (+14%) apply to regular flights.
In 2006 the tonne-kilometers volume made 538 973 thousand tons per kilometer (-2%), including regular flights results of 371 360 thousand tons per kilometer (+12%).
During 12 months of 2006, KrasAir vessels transported 15 200 tons of cargo (-10%). Experts believe, this drop in cargo transportation was caused by the retirement of the long-distance cargo air liner Il-76 that operated regular flights in 2005 and was capable of carrying about 30 tons of cargo. Moreover, due to the toughening regulations on Chinese goods import, its share decreased and influenced the general result of cargo transportation volume of the company.
Experts of KrasAir’s economic department noted that a significant increase in flights duration and passenger turnover was achieved due to the expansion of the company’s route-net and flights frequency growth. This is an effect of joining the company AirUnion.
In the opinion of Alexander Yurchik, Head of the Federal Air Transport Service, alternations of aviation market will carry on in the near future, and big competitive players with competitive strategies, who operate systemic flights and cover wide net of destinations, will win. «In future, the number of domestic airlines will shrink up to 3-5 big airlines and 10 regional operators».
Not only freight
Experts believe that change in freight rates caused a significant drop of sea transportation (-5.1%). Tonnage supply is continuing to grow with the world fleet growth, i.e. much faster than that of demand. As a result, in 2006 market balance of supply and demand changed and that brought drop of freight rate level for tankers, bulk carriers, container carriers and other vessels.
Speaking of fleet structure in terms of flags registration, the world business community can not cope with the tendency for transport tonnage to flow towards «convenient» flags. This problem has remained one of the crucial issues for Russia as well.
According to the RF Ministry of Transport, the cargo handling volume in sea ports of Russia during 11 months of 2006 grew by 2.8% year-on-year and made 383.3 mln tons, including the growth demonstrated by bulk cargo (+0.4% or 159.7 mln tons) and liquid cargo – by 4.6% (223.6 mln tons)
Cargo handling volume made by stevedoring companies of the North-West basin grew by 6.9% (174.5 mln tons), wherein dry bulk – by 3.4% (67.8 mln tons), liquid – by 9.3% (106.7 mln tons).
The cargo handling volume made by the stevedoring companies of the South basin increased by 0.7% (145.8 mln tons), wherein dry bulk – by 1.8% (43.2 mln tons), liquid – by 0.2% (102.6 mln tons).
Cargo handling volume made by stevedoring companies of the Far-East basin dropped by 2.7% (62.9 mln tons), wherein dry bulk decreased by 4.5% (48.7 mln tons), liquid bulk grew by 3.8% (14.2 mln tons).
The forecasted cargo turnover of Russian sea ports in 2006 will make 416 -420 mln tons (+ 2-3% year-on-year).
According to the Association ot Sea Ports of Russia, in 2006, Russian ports handled 293.3 mln tons of foreign trade cargo (+3.4% or 9.5 mln tons). The growth was observed for all cargo nomenclatures of export-import transportation with the exception of mineral fertilizers, which dropped by 21.5% to 8.5 mln tons. Russian ports handled over 120 mln tons of dry foreign trade cargo (+0.5%) and 173 mln tons of liquid cargo (+5.44% or over 8.9 mln tons). Experts of the Association note that the whole volume of liquid bulk was handled by the Russian ports.
The cargo handling volume via the foreign ports stayed at its last year level and made 73.6 mln tons. Considering the significant drop in oil and products volumes (-17.9%), neighboring ports increased the handling volume of dry bulk (+13,8%), in particular, coal.
Transportation volume via the Baltic countries decreased by 3.3 mln tons and amounted to 47.5 mln tons (-6.5%). Liquid bulk dropped by over 5 mln tons (-18.3%). Dry bulk handing, on the contrary, boosted by 7% or 1.73 mln tons. At the same time, the drop in handling metals, mineral fertilizers and timber was compensated by coal handling growth by over 2.19 mln tons (+15% to 16.8 mln tons) Ukrainian ports increased the handling of Russian foreign trade cargo by 12% (+2.8 mln tons) due to dry bulk growth, including coal handling rise by 2 mln tons. All in all, during 9 months of 2006, the ports of Ukraine handled over 26 mln tons of Russian foreign trade cargo, wherein dry bulk took 20.95 mln tons (+22%). Liquid bulk dropped by over 16% to 5.2 mln tons.
Positions surrendered …
According to the RF Federal State Statistics Service, the cargo turnover fall for domestic water transport made 17.5%. According to preliminary data of the RF Ministry of Transport, the cargo transportation volume by domestic water transport in 2006 kept the previous year level and made about 133 mln tons (100.1% year-on-year) with cargo turnover of 73.5 mln tons (85.4% year-on-year), wherein oil liquid bulk made 10.7 mln tons (62.2% year-on-year), dry bulk – 95.8 mln tons (107.4%), timber in rafts – 1.3 mln tons (68.5%).
It is known that water transport is seasonal and depends on navigation terms. In 2006 navigation started later than usual in certain sectors of the Volga, Kama, Severo-Dvinsky, Belomorsko-Onezhsky and Baikal-Amur state basin administrations. Ice made it impossible to start navigation on time, thus, it was delayed by 3-4 or even 12 days.
Cargo nomenclature for water transport in 2006 looks as follows: building materials – 67.2%, oil and products – 9.9%, timber – 5.6%, metals – 2%, grain and grinding products– 2.2%, fertilizers – 1.6%.
During 2006 navigation, cargo transportation achieved the following results. For the Volga-Baltiisky route it made 15.1 mln tons (- 3.3 mln tons or 82.5%). Oil transportation dropped twofold and made 2.7 mln tons (in 2005 – 5.5 mln tons); for the Volga-Don route it made 8.0 mln tons (-0.8 mln tons year-on-year, 91%), wherein oil products took 4.1 mln tons (-1 mln tons year-on-year, 80%).
At the same time, experts note the tendency for cargo flows to fall, which was observed mainly on the routes of the Unified Deep Water System (UDWS) of the European part of Russia, in particular, on the Volga-Baltiysky water way and the Volga-Don canal. Experts state that during summer navigation UDWS volumes dropped by 12–13% on average. For example, some 15.1 mln tons of cargo was transported via the Volga-Baltiysky route (-3.3 mln tons year-on-year). The Volga-Don showed results of 8 mln tons of cargo transportation (-0.8 mln tons year-on-year).
Last navigation changed the transported cargo structure. In particular, domestic water transport lost a significant volume of its traditional cargo flow of oil products. In some experts’ opinions, it is about 6.5 mln tons. For example, oil transportation via the Volga-Baltiysky route decreased twofold and made 2.7 mln tons, via the Volga-Don canal – 4.1 mln tons (-1 mln tons year-on-year).
This unsuccessful season for oil transportation can be explained by the arrest of about 250 tankers of the biggest Russian shipping company OAO Volgotanker. Moreover, in the opinion of those working in river business, it was also caused by the dumping tariff policy carried out by OAO RZD towards fuel-energy cargo (coal included).
Together with that, the volume of timber haulage dropped by 0.6 mln tons. However, this was compensated by dry bulk transportation increase by 5.5% year-on-year, which amounted to 87.8% when the share of oil cargo dropped by 5% (as a result, in the general rating of transportation volumes they took the second place – 11%). Timber transportation by rafts decreased by 0.5% (the third place – 1.2%).
Experts note that at present the crucial problem for river transport is the costly infrastructure maintenance. Due to the fact that it is worn-out, significant cargo flows switched to motor transport. This is why at present river transports construction cargo, which is an unprofitable cargo for railway transportation. These changes influenced the proportion of domestic and foreign transportation. Thus, the share of the latter made about 18.7% (in 2005 – 27%). Consequently, domestic transportation took 81.3% (in 2005 – 73%). According to experts, this re-distribution was influenced by the drop of oil cargo transported by inland water ways of the European part of the country.
According to preliminary data of the RF Transport Ministry, in 2006, river carriers transported 18.6 mln passengers with passenger turnover of 806.2 mln passengers per kilometer (-2.1 mln people (89.9%) and 75 mln passenger per kilometer (91.5%). «The decrease in passenger transportation is caused by the Federal Law № 122-ФЗ issued on 22.08.04 and effective from January 1, 2005, as well as motor transportation development in regions», Igor Levitin, the RF Transport Minister clarified.
Profit without Guarantees
During 11 months of 2006, motor transport transported 6.23 bln tons of cargo or 101% year-on-year. Cargo turnover grew by 2.4%. Cargo transportation made 1.67 bln tons (112% year-on-year), cargo turnover – 68.06 bln tons per kilometer (108.4%).
It should be noted that over 73% from the aggregate volume of transportation in national economy is implemented by motor transport that belongs to different enterprises to satisfy their own needs.
Profitability of this activity made 3% against 0.4% last year. The motor transport sector functioned at its most efficient in Novosibirsk region – 20.9% of profitability, Rostov region – 12.7%, Volgograd region – 8.8%, and Sakhalin region – 14.6%. In 2006, cargo transportation was profitable in 41 regions out of 82 (against 38 last year).
Experts note transportation volume rise in Russia-Finland communication, especially in transit, as well as in container truck transportation and motor carriers. Moreover, according to the Association of International Motor Carriers, the position of international hauliers on the Russian transport market improved. Earlier, due to limited motor parks, their share made 25%; nowadays it grew by 39%. According to experts, 48% is taken by foreign «parity» carriers, i.e. those operators between whose countries Russia implements transportation. The rest 13% is third country carriers.
Transportation volume growth made by foreign international carriers amounted to 5%, whereas the one made by Russian operators to 8.5%. A certain shortening of the third countries carriers number on the market was achieved.
Motor transport regulation is still an unsolved problem. Also, among the crucial problems of the sector there are motor transportation problems in the North- West direction of the RF state border. According to Victor Dyachenko, Head of Department of Customs Control of the RF Federal Customs Service, border check-points which are responsible for export-import transportation registration are exhausted. In this respect, further attraction of customs officials to these procedures is not efficient. «To improve the situation it is necessary to take such effective steps as launch new border check-points, modernize the already existing units and upgrade them with new technologies, improve road infrastructure», he clarifies.
by Yekaterina Glazunova
[~DETAIL_TEXT] => Restraint as Basis for Leadership
In 11 months of 2006, Russian railways transported 1 bln 198 mln. 604 thousand tons of cargo (+2.9% year-on-year). Within cargo nomenclature transportation the results are as follows: coal – 260 mln 864 thousand tons (+3.1%), coke – 10 mln 310 thousand tons (- 0.5%), oil and products – 207 mln 906 thousand tons (+4.6%), iron and manganese ore – 99 mln 200 thousand tons (+7.1%), ferrous metals – 72 mln 819 thousand tons (+9.9%), ferrous metals scrap – 24 mln 395 thousand tons (+1.3%), chemical and mineral fertilizers – 39 mln 5 thousand tons (-0.3%), cement – 35 mln 413 thousand tons (+10.6%), timber – 59 mln 073 thousand tons (+1%), grain and grinding products – 20 mln 123 thousand tons (+0.1%), construction cargo – 187 mln 512 thousand tons (-2.8%).
The most profitable tendency for OAO RZD has become the increase in high-profitable cargo transportation (+5.4%). «Despite prices fluctuations on the oil market in early October, the dynamic growth of oil and products load was achieved amounting to 6%. High dynamics were also observed in ferrous metals transportation (+10.3%), paper (+9.5%), motor cars (+22.4%), and containerized cargo (+7.6%)», Vladimir Yakunin, OAO RZD President emphasizes.
In the opinion of Sofia Katkova, Director of Association of Rolling Stock owners, growth in oil railway transportation is explained by the fact that Rosneft fulfilled their obligations in oil delivery to China. In general, the company’s results show ОАО RZD increased oil transportation volume to China by 33.6% compared to 2005 results: now this volume makes 10 mln 264.3 thousand tons. Oil transportation volume via Zabaykalsk border check-point also grew (+71% year-on-year or 8 mln tons 896.3 thousand tons). Some 1 mln 368 thousand tons of oil was transported via Naushki border check-point (less by 1.8 times compared to 2005).
It is no secret that the structure of cargo railway transportation reflects the tendencies that could be observed in the national economy during the year. Thus, due to the large-scale construction, railways transported by 11% more cement. On the opposite, a significant drop of mineral fertilizers occurred due to an accident in the Uralkaly mine in Perm region.
Nevertheless, according to Vladimir Savchuk, Head of railway transport research department of Natural Monopolies Institute, railways haven’t shown any growth of load rates. They grew by 3% (the same as in 2005), and in 2006 load made 1.311 bln tons. This means that it will take OAO RZD another 5-6 years to achieve the load levels of 1992–1993.
In 2006, the profitability of ОАО RZD major activities made 3%, which is almost 2.5 times more as compared to last year results (1.3%). However, this is lower than the level adequate for intensive development of Russian railways.
It has to be said that a great role in the cargo turnover increase made by the company belongs to the quite restraint tariff policy carried out by OAO RZD. The year results show that the general growth of transport tariffs made 32.1%, whereas for railways they grew by 8.9%. Tariffs in the motor transport sector – railways’ immediate competitor – grew by 8.1%, which is less that those of the railways. However, the motor transport cargo turnover lagged behind the railways significantly. (The most serious contribution to the rise of tariffs was made by the pipe-transport: tariff increased by 58%, while growth made 1%).
In 2007 OAO RZD plans to transport over 1.326 bln tons of cargo (+1.2% year-on-year). According to OAO RZD experts, this growth is to be made at the expense of boost in transportation of coal, iron ore, chemicals and soda, timber and ferrous metals.
The passenger turnover grew by 3.8% compared to 2005 results. In 11 months of 2006 railways transported about 1 bln 260 mln passengers (+2.5% year-on-year). The most impressive passenger turnover was shown by the Kaliningradskaya (Kaliningrad), the Severo-Kavkazskaya (North-Caucasian), the Sverdlovskaya (Sverdlovsk) and the Moscovskaya (Moscow) railways.
In general, the sector development dynamics is obvious. However, the crucial shortage of rolling stock questions OAO RZD capability to satisfy their customers’ needs in near future.
Passenger flow to bring profits
During the period of January-November 2006, Russian airlines transported 35275.1 thousand people (+7.9% year-on-year). During the same period, the passenger turnover made 87 bln passenger per kilometer (+ 8.7% year-on-year) The percentage of seats occupation made 72.79% against 72.25%. The result of commercial load amounted to 61.28% against 61.05%.
The ton-kilometers result grew by 7.2% and amounted to 10474575.5 thousand ton per kilometer. Cargo turnover increased by 2.3% (2651797.6 thousand tone per kilometer). The postal and cargo delivery result also grew (+1.4%) and made 577775.8 tons.
Aircrafts of the national economy sector transported 1396.5 thousand passengers (+17.2% year-on-year). The cargo transportation share also increased and made 219419.3 tons (+41.9%).
According to the Federal Transport Inspection Service, in 2006, 182 aircraft operators of commercial civil aviation were registered in Russia. Compared to the results of crucial 1996, when on the ruins of the unified Soviet Aeroflot 389 air carriers were formed, by now their number has shortened two-fold. The biggest Russian airlines – OAO Aeroflot, ОАО Airline Siberia, ОАО Airline UTair, and ОАО Airline KrasAir – have transported half the passengers (35.1 mln people in 2005) in the recent years.
If 2005 is believed to be the critical one for the sector (according to the data of Transport Clearing Chamber, general transportation volumes in 2005 grew by only 3.9%, though in 2004 this figure was 14.9%), 2006 shows a more intensive passenger flow growth. Among the major reasons for this poor intensity, experts mention the unprecedented prices growth for fuel, lack of fuel-effective fleet and opportunities for its renewal, and, consequently, a tariff rise which makes air transport less available for the population.
According to ОАО Aeroflot data, in 2006 the airline boosted its passenger transportation volume by 8.7% year-on-year (7 mln 290 thousand people) In preliminary estimations, the airline revenue in dollar equivalent grew by 18.5%. A significant revenue growth is expected. The passenger turnover of the company rose by 8% and amounted to 22 bln 406 mln passengers per kilometer. The passenger seats occupation share was 70.1%, the level of commercial load made 57.7%.
The company’s turnover increased by 5.4% (2 bln 885 mln tons per kilometer) in 2006. General flights duration for the vessels park increased by 4.8%.
Incidentally, in 2007 Aeroflot increased its forecast for passenger transportation growth by 14.6%. In 2007 the company plans to transport 8.35 mln passengers. The previous forecast was developed for growth by 12% year-on-year. The company plans to boost its transportation volume at the expense of regular flights schedule optimization; vessel park modernization; on-line ticket service development; strengthening cooperation with partners within the Sky Team alliance; investment projects implementation and Sheremetyevo-3 terminal launch.
ОАО Airline Siberia plans to boost the revenue by 40% (USD 1 bln). According to Commercial Director of the company Anton Eryomin, passenger transportation volume is to be increased up to 5 mln people against 4.2 mln people in 2005.
ОАО Airline UTair increased its passenger transportation by 28.1%. This is over 2.417 mln passengers. The company’s turnover grew by 23.1%. From January to December, the volume of post transported by airline grew by 38.7%, while cargo – by 15.4%. Industrial flight duration made 110 000 flight hours, having exceeded 2005 results by 15.3%.
During 12 months of 2006, KrasAir vessels transported 1 852 042 passengers (+2% year-on-year), wherein regular flights resulted in transportation of 1 187 507 people (+17%). The passenger turnover made 5 445 mln passenger kilometers, wherein 3 645 mln passenger kilometers (+14%) apply to regular flights.
In 2006 the tonne-kilometers volume made 538 973 thousand tons per kilometer (-2%), including regular flights results of 371 360 thousand tons per kilometer (+12%).
During 12 months of 2006, KrasAir vessels transported 15 200 tons of cargo (-10%). Experts believe, this drop in cargo transportation was caused by the retirement of the long-distance cargo air liner Il-76 that operated regular flights in 2005 and was capable of carrying about 30 tons of cargo. Moreover, due to the toughening regulations on Chinese goods import, its share decreased and influenced the general result of cargo transportation volume of the company.
Experts of KrasAir’s economic department noted that a significant increase in flights duration and passenger turnover was achieved due to the expansion of the company’s route-net and flights frequency growth. This is an effect of joining the company AirUnion.
In the opinion of Alexander Yurchik, Head of the Federal Air Transport Service, alternations of aviation market will carry on in the near future, and big competitive players with competitive strategies, who operate systemic flights and cover wide net of destinations, will win. «In future, the number of domestic airlines will shrink up to 3-5 big airlines and 10 regional operators».
Not only freight
Experts believe that change in freight rates caused a significant drop of sea transportation (-5.1%). Tonnage supply is continuing to grow with the world fleet growth, i.e. much faster than that of demand. As a result, in 2006 market balance of supply and demand changed and that brought drop of freight rate level for tankers, bulk carriers, container carriers and other vessels.
Speaking of fleet structure in terms of flags registration, the world business community can not cope with the tendency for transport tonnage to flow towards «convenient» flags. This problem has remained one of the crucial issues for Russia as well.
According to the RF Ministry of Transport, the cargo handling volume in sea ports of Russia during 11 months of 2006 grew by 2.8% year-on-year and made 383.3 mln tons, including the growth demonstrated by bulk cargo (+0.4% or 159.7 mln tons) and liquid cargo – by 4.6% (223.6 mln tons)
Cargo handling volume made by stevedoring companies of the North-West basin grew by 6.9% (174.5 mln tons), wherein dry bulk – by 3.4% (67.8 mln tons), liquid – by 9.3% (106.7 mln tons).
The cargo handling volume made by the stevedoring companies of the South basin increased by 0.7% (145.8 mln tons), wherein dry bulk – by 1.8% (43.2 mln tons), liquid – by 0.2% (102.6 mln tons).
Cargo handling volume made by stevedoring companies of the Far-East basin dropped by 2.7% (62.9 mln tons), wherein dry bulk decreased by 4.5% (48.7 mln tons), liquid bulk grew by 3.8% (14.2 mln tons).
The forecasted cargo turnover of Russian sea ports in 2006 will make 416 -420 mln tons (+ 2-3% year-on-year).
According to the Association ot Sea Ports of Russia, in 2006, Russian ports handled 293.3 mln tons of foreign trade cargo (+3.4% or 9.5 mln tons). The growth was observed for all cargo nomenclatures of export-import transportation with the exception of mineral fertilizers, which dropped by 21.5% to 8.5 mln tons. Russian ports handled over 120 mln tons of dry foreign trade cargo (+0.5%) and 173 mln tons of liquid cargo (+5.44% or over 8.9 mln tons). Experts of the Association note that the whole volume of liquid bulk was handled by the Russian ports.
The cargo handling volume via the foreign ports stayed at its last year level and made 73.6 mln tons. Considering the significant drop in oil and products volumes (-17.9%), neighboring ports increased the handling volume of dry bulk (+13,8%), in particular, coal.
Transportation volume via the Baltic countries decreased by 3.3 mln tons and amounted to 47.5 mln tons (-6.5%). Liquid bulk dropped by over 5 mln tons (-18.3%). Dry bulk handing, on the contrary, boosted by 7% or 1.73 mln tons. At the same time, the drop in handling metals, mineral fertilizers and timber was compensated by coal handling growth by over 2.19 mln tons (+15% to 16.8 mln tons) Ukrainian ports increased the handling of Russian foreign trade cargo by 12% (+2.8 mln tons) due to dry bulk growth, including coal handling rise by 2 mln tons. All in all, during 9 months of 2006, the ports of Ukraine handled over 26 mln tons of Russian foreign trade cargo, wherein dry bulk took 20.95 mln tons (+22%). Liquid bulk dropped by over 16% to 5.2 mln tons.
Positions surrendered …
According to the RF Federal State Statistics Service, the cargo turnover fall for domestic water transport made 17.5%. According to preliminary data of the RF Ministry of Transport, the cargo transportation volume by domestic water transport in 2006 kept the previous year level and made about 133 mln tons (100.1% year-on-year) with cargo turnover of 73.5 mln tons (85.4% year-on-year), wherein oil liquid bulk made 10.7 mln tons (62.2% year-on-year), dry bulk – 95.8 mln tons (107.4%), timber in rafts – 1.3 mln tons (68.5%).
It is known that water transport is seasonal and depends on navigation terms. In 2006 navigation started later than usual in certain sectors of the Volga, Kama, Severo-Dvinsky, Belomorsko-Onezhsky and Baikal-Amur state basin administrations. Ice made it impossible to start navigation on time, thus, it was delayed by 3-4 or even 12 days.
Cargo nomenclature for water transport in 2006 looks as follows: building materials – 67.2%, oil and products – 9.9%, timber – 5.6%, metals – 2%, grain and grinding products– 2.2%, fertilizers – 1.6%.
During 2006 navigation, cargo transportation achieved the following results. For the Volga-Baltiisky route it made 15.1 mln tons (- 3.3 mln tons or 82.5%). Oil transportation dropped twofold and made 2.7 mln tons (in 2005 – 5.5 mln tons); for the Volga-Don route it made 8.0 mln tons (-0.8 mln tons year-on-year, 91%), wherein oil products took 4.1 mln tons (-1 mln tons year-on-year, 80%).
At the same time, experts note the tendency for cargo flows to fall, which was observed mainly on the routes of the Unified Deep Water System (UDWS) of the European part of Russia, in particular, on the Volga-Baltiysky water way and the Volga-Don canal. Experts state that during summer navigation UDWS volumes dropped by 12–13% on average. For example, some 15.1 mln tons of cargo was transported via the Volga-Baltiysky route (-3.3 mln tons year-on-year). The Volga-Don showed results of 8 mln tons of cargo transportation (-0.8 mln tons year-on-year).
Last navigation changed the transported cargo structure. In particular, domestic water transport lost a significant volume of its traditional cargo flow of oil products. In some experts’ opinions, it is about 6.5 mln tons. For example, oil transportation via the Volga-Baltiysky route decreased twofold and made 2.7 mln tons, via the Volga-Don canal – 4.1 mln tons (-1 mln tons year-on-year).
This unsuccessful season for oil transportation can be explained by the arrest of about 250 tankers of the biggest Russian shipping company OAO Volgotanker. Moreover, in the opinion of those working in river business, it was also caused by the dumping tariff policy carried out by OAO RZD towards fuel-energy cargo (coal included).
Together with that, the volume of timber haulage dropped by 0.6 mln tons. However, this was compensated by dry bulk transportation increase by 5.5% year-on-year, which amounted to 87.8% when the share of oil cargo dropped by 5% (as a result, in the general rating of transportation volumes they took the second place – 11%). Timber transportation by rafts decreased by 0.5% (the third place – 1.2%).
Experts note that at present the crucial problem for river transport is the costly infrastructure maintenance. Due to the fact that it is worn-out, significant cargo flows switched to motor transport. This is why at present river transports construction cargo, which is an unprofitable cargo for railway transportation. These changes influenced the proportion of domestic and foreign transportation. Thus, the share of the latter made about 18.7% (in 2005 – 27%). Consequently, domestic transportation took 81.3% (in 2005 – 73%). According to experts, this re-distribution was influenced by the drop of oil cargo transported by inland water ways of the European part of the country.
According to preliminary data of the RF Transport Ministry, in 2006, river carriers transported 18.6 mln passengers with passenger turnover of 806.2 mln passengers per kilometer (-2.1 mln people (89.9%) and 75 mln passenger per kilometer (91.5%). «The decrease in passenger transportation is caused by the Federal Law № 122-ФЗ issued on 22.08.04 and effective from January 1, 2005, as well as motor transportation development in regions», Igor Levitin, the RF Transport Minister clarified.
Profit without Guarantees
During 11 months of 2006, motor transport transported 6.23 bln tons of cargo or 101% year-on-year. Cargo turnover grew by 2.4%. Cargo transportation made 1.67 bln tons (112% year-on-year), cargo turnover – 68.06 bln tons per kilometer (108.4%).
It should be noted that over 73% from the aggregate volume of transportation in national economy is implemented by motor transport that belongs to different enterprises to satisfy their own needs.
Profitability of this activity made 3% against 0.4% last year. The motor transport sector functioned at its most efficient in Novosibirsk region – 20.9% of profitability, Rostov region – 12.7%, Volgograd region – 8.8%, and Sakhalin region – 14.6%. In 2006, cargo transportation was profitable in 41 regions out of 82 (against 38 last year).
Experts note transportation volume rise in Russia-Finland communication, especially in transit, as well as in container truck transportation and motor carriers. Moreover, according to the Association of International Motor Carriers, the position of international hauliers on the Russian transport market improved. Earlier, due to limited motor parks, their share made 25%; nowadays it grew by 39%. According to experts, 48% is taken by foreign «parity» carriers, i.e. those operators between whose countries Russia implements transportation. The rest 13% is third country carriers.
Transportation volume growth made by foreign international carriers amounted to 5%, whereas the one made by Russian operators to 8.5%. A certain shortening of the third countries carriers number on the market was achieved.
Motor transport regulation is still an unsolved problem. Also, among the crucial problems of the sector there are motor transportation problems in the North- West direction of the RF state border. According to Victor Dyachenko, Head of Department of Customs Control of the RF Federal Customs Service, border check-points which are responsible for export-import transportation registration are exhausted. In this respect, further attraction of customs officials to these procedures is not efficient. «To improve the situation it is necessary to take such effective steps as launch new border check-points, modernize the already existing units and upgrade them with new technologies, improve road infrastructure», he clarifies.
by Yekaterina Glazunova
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«Nowadays the Russian transport market has reached a certain parity. Its participants evaluate their opportunities, prospects and the so-called threats for reached stability», Sergey Nazarov, First Deputy CEO Yukos-TransService, believes.Array
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[DETAIL_TEXT] => – How successful was 2006 for your company? What new results were achieved?
– New ideas were realized in practice by our company’s departments. Thus, since November 2006, production of Syzran oil refinery has been transported by tank-containers. We’ve developed water and pipe-line transport, our company formed a respective department which will be responsible for coordination of port agents’ functioning, schedule of production transportation, planning etc.
Moreover, the department for export dispatches declarations was formed: they solve problems that caused troubles to our customers when it had to do with customs and foreign trade issues. Also last year the turnover of tank-cars was improved, their idling time shortened, which brought about very good financial results. Due to our efforts, expenditures of cargo consignors decreased, thus, cooperation with our company benefits our clients and partners. These and other factors reasoned the boost of transportation by one third and led it to amount to over 32 mln tons. In 2007 we expect a greater increase of transportation volumes and that of the number of our clients as well.
Of course, we had to sort out certain problems. For example, that concerned the introduction of tank-containers into cargo transportation in two production areas, together with OAO RZD projects on IT integration etc.
– What events can be called the most significant for the transport sector last year?
– Speaking of Yukos-TransService, there were no extraordinarily important events. It is good when the work is stable and everything runs on schedule. Normative acts are developed and approved, contracts are concluded, cars and tank-cars are purchased, current issues are solved, and competition is developing in a civilized way… By the way, we are introducing the electronic digital signature: early in 2006 we tested it for the conditions of railway transportation. Let’s work without these significant events (although we can not escape them in 2007, for sure); we’d better increase services quality for our clients.
– What tendencies would you mention?
– Naturally, consolidation is underway on the market. It brings qualitative and quantitative changes. However, now a certain parity has been reached: who transports what, how much and to whom. Market participants are evaluating their opportunities, prospects and the so-called «threats» to their stability.
– What are your forecasts for 2007? What is the development prospect for the Russian transport sector?
– No doubts, the transport complex will be developing. No doubts, our company will perform its functions and improve services quality. It is quite hard to forecast our company’s future though. We are waiting for the company’s owner to change and this is not a very easy procedure. In this situation it is difficult to discuss plans and forecasts. The recipe is simple: you should just dive into work. The only way we can influence making decisions is to prove we can function in complicated conditions.
Speaking of the situation in general, I think, OAO RZD’s Freight Company arrival in future will define the development of the railway transport complex. The status of both companies will play a special role and, moreover, they have more advantageous opportunities than other companies in respect of infrastructure, prices, material assets etc. Thus, if such companies are launched, the state should apply its antimonopoly legislation and we ought to participate in this process.
[~DETAIL_TEXT] => – How successful was 2006 for your company? What new results were achieved?
– New ideas were realized in practice by our company’s departments. Thus, since November 2006, production of Syzran oil refinery has been transported by tank-containers. We’ve developed water and pipe-line transport, our company formed a respective department which will be responsible for coordination of port agents’ functioning, schedule of production transportation, planning etc.
Moreover, the department for export dispatches declarations was formed: they solve problems that caused troubles to our customers when it had to do with customs and foreign trade issues. Also last year the turnover of tank-cars was improved, their idling time shortened, which brought about very good financial results. Due to our efforts, expenditures of cargo consignors decreased, thus, cooperation with our company benefits our clients and partners. These and other factors reasoned the boost of transportation by one third and led it to amount to over 32 mln tons. In 2007 we expect a greater increase of transportation volumes and that of the number of our clients as well.
Of course, we had to sort out certain problems. For example, that concerned the introduction of tank-containers into cargo transportation in two production areas, together with OAO RZD projects on IT integration etc.
– What events can be called the most significant for the transport sector last year?
– Speaking of Yukos-TransService, there were no extraordinarily important events. It is good when the work is stable and everything runs on schedule. Normative acts are developed and approved, contracts are concluded, cars and tank-cars are purchased, current issues are solved, and competition is developing in a civilized way… By the way, we are introducing the electronic digital signature: early in 2006 we tested it for the conditions of railway transportation. Let’s work without these significant events (although we can not escape them in 2007, for sure); we’d better increase services quality for our clients.
– What tendencies would you mention?
– Naturally, consolidation is underway on the market. It brings qualitative and quantitative changes. However, now a certain parity has been reached: who transports what, how much and to whom. Market participants are evaluating their opportunities, prospects and the so-called «threats» to their stability.
– What are your forecasts for 2007? What is the development prospect for the Russian transport sector?
– No doubts, the transport complex will be developing. No doubts, our company will perform its functions and improve services quality. It is quite hard to forecast our company’s future though. We are waiting for the company’s owner to change and this is not a very easy procedure. In this situation it is difficult to discuss plans and forecasts. The recipe is simple: you should just dive into work. The only way we can influence making decisions is to prove we can function in complicated conditions.
Speaking of the situation in general, I think, OAO RZD’s Freight Company arrival in future will define the development of the railway transport complex. The status of both companies will play a special role and, moreover, they have more advantageous opportunities than other companies in respect of infrastructure, prices, material assets etc. Thus, if such companies are launched, the state should apply its antimonopoly legislation and we ought to participate in this process.
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[SECTION_META_TITLE] => Is It Good When It Is Stable?
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[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2007/1/nazarov.jpg" border="1" alt="Sergey Nazarov" title="Sergey Nazarov" hspace="2" vspace="2" width="133" height="180" align="left" />«Nowadays the Russian transport market has reached a certain parity. Its participants evaluate their opportunities, prospects and the so-called threats for reached stability», Sergey Nazarov, First Deputy CEO Yukos-TransService, believes.
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[DETAIL_TEXT] => – How successful was 2006 for your company? What new results were achieved?
– New ideas were realized in practice by our company’s departments. Thus, since November 2006, production of Syzran oil refinery has been transported by tank-containers. We’ve developed water and pipe-line transport, our company formed a respective department which will be responsible for coordination of port agents’ functioning, schedule of production transportation, planning etc.
Moreover, the department for export dispatches declarations was formed: they solve problems that caused troubles to our customers when it had to do with customs and foreign trade issues. Also last year the turnover of tank-cars was improved, their idling time shortened, which brought about very good financial results. Due to our efforts, expenditures of cargo consignors decreased, thus, cooperation with our company benefits our clients and partners. These and other factors reasoned the boost of transportation by one third and led it to amount to over 32 mln tons. In 2007 we expect a greater increase of transportation volumes and that of the number of our clients as well.
Of course, we had to sort out certain problems. For example, that concerned the introduction of tank-containers into cargo transportation in two production areas, together with OAO RZD projects on IT integration etc.
– What events can be called the most significant for the transport sector last year?
– Speaking of Yukos-TransService, there were no extraordinarily important events. It is good when the work is stable and everything runs on schedule. Normative acts are developed and approved, contracts are concluded, cars and tank-cars are purchased, current issues are solved, and competition is developing in a civilized way… By the way, we are introducing the electronic digital signature: early in 2006 we tested it for the conditions of railway transportation. Let’s work without these significant events (although we can not escape them in 2007, for sure); we’d better increase services quality for our clients.
– What tendencies would you mention?
– Naturally, consolidation is underway on the market. It brings qualitative and quantitative changes. However, now a certain parity has been reached: who transports what, how much and to whom. Market participants are evaluating their opportunities, prospects and the so-called «threats» to their stability.
– What are your forecasts for 2007? What is the development prospect for the Russian transport sector?
– No doubts, the transport complex will be developing. No doubts, our company will perform its functions and improve services quality. It is quite hard to forecast our company’s future though. We are waiting for the company’s owner to change and this is not a very easy procedure. In this situation it is difficult to discuss plans and forecasts. The recipe is simple: you should just dive into work. The only way we can influence making decisions is to prove we can function in complicated conditions.
Speaking of the situation in general, I think, OAO RZD’s Freight Company arrival in future will define the development of the railway transport complex. The status of both companies will play a special role and, moreover, they have more advantageous opportunities than other companies in respect of infrastructure, prices, material assets etc. Thus, if such companies are launched, the state should apply its antimonopoly legislation and we ought to participate in this process.
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Moreover, the department for export dispatches declarations was formed: they solve problems that caused troubles to our customers when it had to do with customs and foreign trade issues. Also last year the turnover of tank-cars was improved, their idling time shortened, which brought about very good financial results. Due to our efforts, expenditures of cargo consignors decreased, thus, cooperation with our company benefits our clients and partners. These and other factors reasoned the boost of transportation by one third and led it to amount to over 32 mln tons. In 2007 we expect a greater increase of transportation volumes and that of the number of our clients as well.
Of course, we had to sort out certain problems. For example, that concerned the introduction of tank-containers into cargo transportation in two production areas, together with OAO RZD projects on IT integration etc.
– What events can be called the most significant for the transport sector last year?
– Speaking of Yukos-TransService, there were no extraordinarily important events. It is good when the work is stable and everything runs on schedule. Normative acts are developed and approved, contracts are concluded, cars and tank-cars are purchased, current issues are solved, and competition is developing in a civilized way… By the way, we are introducing the electronic digital signature: early in 2006 we tested it for the conditions of railway transportation. Let’s work without these significant events (although we can not escape them in 2007, for sure); we’d better increase services quality for our clients.
– What tendencies would you mention?
– Naturally, consolidation is underway on the market. It brings qualitative and quantitative changes. However, now a certain parity has been reached: who transports what, how much and to whom. Market participants are evaluating their opportunities, prospects and the so-called «threats» to their stability.
– What are your forecasts for 2007? What is the development prospect for the Russian transport sector?
– No doubts, the transport complex will be developing. No doubts, our company will perform its functions and improve services quality. It is quite hard to forecast our company’s future though. We are waiting for the company’s owner to change and this is not a very easy procedure. In this situation it is difficult to discuss plans and forecasts. The recipe is simple: you should just dive into work. The only way we can influence making decisions is to prove we can function in complicated conditions.
Speaking of the situation in general, I think, OAO RZD’s Freight Company arrival in future will define the development of the railway transport complex. The status of both companies will play a special role and, moreover, they have more advantageous opportunities than other companies in respect of infrastructure, prices, material assets etc. Thus, if such companies are launched, the state should apply its antimonopoly legislation and we ought to participate in this process.
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«Nowadays in Russia the process of consolidation is unfolding. To complete it, 3-4 years will be needed. As a result, according to our forecast, about 5-7 bid companies will play on the market», Valery Shpakov, acting CEO of Novaya Perevozochnaya Company (New Transportation Company) believes.Array
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[DETAIL_TEXT] => – How successful was last year for your company?
– Generally speaking, 2006 was a successful year for our company. Investment into rolling stock made about USD 100 mln. We’ve increased our park by 12% (about 2.5 thousand cars). Transportation volume grew by 10% on average up to 38 mln tons. The department net of the company has expanded. According to two years results, we took the second place in the rating of fast developing companies of Russia. Today our task is not to keep on the reached level, but to take a step forward i.e. to turn into the biggest national operator.
– What events in the Russian transport sector would you mention as the most significant ones?
– I believe that the central event for private railway business was the increase of the car component in tariff. Last year we forwarded the respective proposal to the Federal Tariff Service. The positive solution allowed us to increase our investment for gondola cars purchase. With the previous rate of the car component, rolling stock payback amounted to almost 15 years. Naturally, there was no sense in discussing a serious investment programme in such conditions. Now we’ve got such an opportunity. According to the preliminary forecasts, the company will grow at one and half times in the near future.
Another important event I’d like to mention is the lifting of the ban for container transportation by gondola cars that resulted in the growth of our transportation volumes from the Far East and the shortening of the empty run.
– In your opinion, what major tendencies can be observed in the transport sector nowadays? How do they influence your company development?
– One of the latest major tendencies we can witness is outsourcing. Industrial holdings refuse transport «daughters». It is a very natural and logical process. Transport business is an independent direction and big companies will take it to outsourcing sooner or later. For example, abroad all non-core work for oil sector (transportation, railway accesses servicing, cargo operations) were given to «outer» service long ago. The Russian market also underwent these changes. It was economically proved that to apply to specialized companies services is much more profitable than to maintain companies’ cargo departments. We are ready to offer such service to our customers. By the way, we do not only sell, but also buy outsourcing services, for example, in case of repair operations.
– Which development direction, do you think, the RF transport complex will take?
– Consolidation process is unfolding on the railway market in Russia. Thus, in oil transportation sector there are no small firms any longer. The companies who operated the park of less than 1.5 thousand rail cars either sold it or gave it to lease. About 3-4 year are needed to complete the process. In our opinion, about 5-7 big companies will remain on the market.
The major problem for us is legal uncertainty. Some operators, including New Transportation Company, have a carrier license, but it is impossible to function with this license, since there are neither contracts and respective technologies nor a legislative base. Moreover, any serious investor takes the word «operator» for nothing. Consequently, we are limited in respect of additional investment attraction. In other words, the mechanism for private carriers should be worked out, as well as respective conditions for private business development in this status.
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– What events in the Russian transport sector would you mention as the most significant ones?
– I believe that the central event for private railway business was the increase of the car component in tariff. Last year we forwarded the respective proposal to the Federal Tariff Service. The positive solution allowed us to increase our investment for gondola cars purchase. With the previous rate of the car component, rolling stock payback amounted to almost 15 years. Naturally, there was no sense in discussing a serious investment programme in such conditions. Now we’ve got such an opportunity. According to the preliminary forecasts, the company will grow at one and half times in the near future.
Another important event I’d like to mention is the lifting of the ban for container transportation by gondola cars that resulted in the growth of our transportation volumes from the Far East and the shortening of the empty run.
– In your opinion, what major tendencies can be observed in the transport sector nowadays? How do they influence your company development?
– One of the latest major tendencies we can witness is outsourcing. Industrial holdings refuse transport «daughters». It is a very natural and logical process. Transport business is an independent direction and big companies will take it to outsourcing sooner or later. For example, abroad all non-core work for oil sector (transportation, railway accesses servicing, cargo operations) were given to «outer» service long ago. The Russian market also underwent these changes. It was economically proved that to apply to specialized companies services is much more profitable than to maintain companies’ cargo departments. We are ready to offer such service to our customers. By the way, we do not only sell, but also buy outsourcing services, for example, in case of repair operations.
– Which development direction, do you think, the RF transport complex will take?
– Consolidation process is unfolding on the railway market in Russia. Thus, in oil transportation sector there are no small firms any longer. The companies who operated the park of less than 1.5 thousand rail cars either sold it or gave it to lease. About 3-4 year are needed to complete the process. In our opinion, about 5-7 big companies will remain on the market.
The major problem for us is legal uncertainty. Some operators, including New Transportation Company, have a carrier license, but it is impossible to function with this license, since there are neither contracts and respective technologies nor a legislative base. Moreover, any serious investor takes the word «operator» for nothing. Consequently, we are limited in respect of additional investment attraction. In other words, the mechanism for private carriers should be worked out, as well as respective conditions for private business development in this status.
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[DETAIL_TEXT] => – How successful was last year for your company?
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– What events in the Russian transport sector would you mention as the most significant ones?
– I believe that the central event for private railway business was the increase of the car component in tariff. Last year we forwarded the respective proposal to the Federal Tariff Service. The positive solution allowed us to increase our investment for gondola cars purchase. With the previous rate of the car component, rolling stock payback amounted to almost 15 years. Naturally, there was no sense in discussing a serious investment programme in such conditions. Now we’ve got such an opportunity. According to the preliminary forecasts, the company will grow at one and half times in the near future.
Another important event I’d like to mention is the lifting of the ban for container transportation by gondola cars that resulted in the growth of our transportation volumes from the Far East and the shortening of the empty run.
– In your opinion, what major tendencies can be observed in the transport sector nowadays? How do they influence your company development?
– One of the latest major tendencies we can witness is outsourcing. Industrial holdings refuse transport «daughters». It is a very natural and logical process. Transport business is an independent direction and big companies will take it to outsourcing sooner or later. For example, abroad all non-core work for oil sector (transportation, railway accesses servicing, cargo operations) were given to «outer» service long ago. The Russian market also underwent these changes. It was economically proved that to apply to specialized companies services is much more profitable than to maintain companies’ cargo departments. We are ready to offer such service to our customers. By the way, we do not only sell, but also buy outsourcing services, for example, in case of repair operations.
– Which development direction, do you think, the RF transport complex will take?
– Consolidation process is unfolding on the railway market in Russia. Thus, in oil transportation sector there are no small firms any longer. The companies who operated the park of less than 1.5 thousand rail cars either sold it or gave it to lease. About 3-4 year are needed to complete the process. In our opinion, about 5-7 big companies will remain on the market.
The major problem for us is legal uncertainty. Some operators, including New Transportation Company, have a carrier license, but it is impossible to function with this license, since there are neither contracts and respective technologies nor a legislative base. Moreover, any serious investor takes the word «operator» for nothing. Consequently, we are limited in respect of additional investment attraction. In other words, the mechanism for private carriers should be worked out, as well as respective conditions for private business development in this status.
[~DETAIL_TEXT] => – How successful was last year for your company?
– Generally speaking, 2006 was a successful year for our company. Investment into rolling stock made about USD 100 mln. We’ve increased our park by 12% (about 2.5 thousand cars). Transportation volume grew by 10% on average up to 38 mln tons. The department net of the company has expanded. According to two years results, we took the second place in the rating of fast developing companies of Russia. Today our task is not to keep on the reached level, but to take a step forward i.e. to turn into the biggest national operator.
– What events in the Russian transport sector would you mention as the most significant ones?
– I believe that the central event for private railway business was the increase of the car component in tariff. Last year we forwarded the respective proposal to the Federal Tariff Service. The positive solution allowed us to increase our investment for gondola cars purchase. With the previous rate of the car component, rolling stock payback amounted to almost 15 years. Naturally, there was no sense in discussing a serious investment programme in such conditions. Now we’ve got such an opportunity. According to the preliminary forecasts, the company will grow at one and half times in the near future.
Another important event I’d like to mention is the lifting of the ban for container transportation by gondola cars that resulted in the growth of our transportation volumes from the Far East and the shortening of the empty run.
– In your opinion, what major tendencies can be observed in the transport sector nowadays? How do they influence your company development?
– One of the latest major tendencies we can witness is outsourcing. Industrial holdings refuse transport «daughters». It is a very natural and logical process. Transport business is an independent direction and big companies will take it to outsourcing sooner or later. For example, abroad all non-core work for oil sector (transportation, railway accesses servicing, cargo operations) were given to «outer» service long ago. The Russian market also underwent these changes. It was economically proved that to apply to specialized companies services is much more profitable than to maintain companies’ cargo departments. We are ready to offer such service to our customers. By the way, we do not only sell, but also buy outsourcing services, for example, in case of repair operations.
– Which development direction, do you think, the RF transport complex will take?
– Consolidation process is unfolding on the railway market in Russia. Thus, in oil transportation sector there are no small firms any longer. The companies who operated the park of less than 1.5 thousand rail cars either sold it or gave it to lease. About 3-4 year are needed to complete the process. In our opinion, about 5-7 big companies will remain on the market.
The major problem for us is legal uncertainty. Some operators, including New Transportation Company, have a carrier license, but it is impossible to function with this license, since there are neither contracts and respective technologies nor a legislative base. Moreover, any serious investor takes the word «operator» for nothing. Consequently, we are limited in respect of additional investment attraction. In other words, the mechanism for private carriers should be worked out, as well as respective conditions for private business development in this status.
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«After Russia has joined the WTO, which will result in mobilization of big foreign players, the Russian companies will have to increase their competitiveness, and consolidation in the transport sector will continue», such forecast about the transport complex of Russia was given by , CEO of ОАО Sovfracht and Sovmortrans.Array
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[DETAIL_TEXT] => – Could you, please, tell us about your company results in 2006?
– Last year was the year of success for many companies, including the group of companies Sovfracht – Sovmortrans. Thus, according to the preliminary data, the volume of provided services grew by 60% year-on-year and transportation volume made over 30 mln tons. The company’s fleet got two dry cargo ships with general deadweight of 70 thousand tons. The general volume of investment made into different assets amounted USD 60 mln in 2006.
The first stage of the stevedoring port complex reconstruction on the basis of Interferrum-Metal in Saint-Petersburg was completed. Now it will function as a container depot and, after the strengthening of berths and dredging, will work as a port. Also, we consider the opportunity to equip the port complex with technologies that will allow to accommodate motor ferries in Turukhtannaya Harbour in Saint-Petersburg. In future we plan to reconstruct Astrakhan Commercial Sea Port.
Having launched Sovfracht Autologistics, our group of companies joined the segment of highly demanded motor cars transportation. In 2006 we signed a contract on delivery of 70 МАN lorries with ROLFO platforms to transport motor cars. In 2007 we intend to purchase 100 cargo trucks more to transport containers.
The companies forming our group successfully operate as forwarders in the ports of South Federal region: Novorossiysk, Makhachkala, and Astrakhan. According to our management data, about half of export of Russian ferrous metals is handled by our group.
– What events in the Russian transport sector would you call the most significant ones?
– I think that one of most significant events on the transport market was the launch of ОАО TransContainer – OAO RZD daughter company. Now it impacts the container transportation market in a most significant way. In particular, TransContainer activities endanger small forwarding companies.
Last year Rosmorport made a decision to re-consider its rates for berths rent. This happened after the tender for berths of the Sea Fishery Port of Saint-Petersburg, when the company who won the tender offered an unprecedentedly high rent rate. We think this situation will influence the functioning of both this and other ports. Moreover, in 2006 the tendency for logistic companies’ consolidation has proved to work in reality. ОАО FESCO purchased a share of First Quantum in the National Container Company, the consolidation and launch of ОАО Novorossiysk Commercial Sea Port holding in Novorossiysk show that the logistic market is ready for serious investment and became interesting for strategic investors.
– What major tendencies can be found in the transport sector of the RF?
– The demand for outsourcing of complicated logistic services is growing. Now the companies operate logistic mechanisms themselves. They can solve simple problems and implement easy operations, but, considering this business is non-core for them, they often make mistakes and forget about such details as terms for rolling stock providing, fines for idling, empty run etc. In other words, in terms of efficiency, those companies who do not specialize in logistics can not compete with transport companies. We’ve already realized this and practice outsourcing in this respect. Logistic services take about 15% in our group volumes.
Last year our daughter company Sovfracht NN won two tenders for long-term logistic servicing of glass factories: the Borsky glass factory, which belongs to the Gloverbel group, and the Pilkington Glass factory in Ramenskoye. We invested into these projects heavily and are ready to carry on investing into similar projects. Also, we have positive experience in logistic servicing of big oil refineries, in particular, the Moscow one.
– What are the forecasts for 2007 – which direction will the Russian transport complex take?
– In 2007 Russia may join the WTO, which will result in the activation of big foreign transport-logistic players. In this respect Russian companies have to increase their competitiveness; also, consolidation in the transport sector will carry on, which altogether will influence the customer positively. Foreign investment flow to the Russian transport sector can be expected.
Quite probably, the Freight Company of OAO RZD will be launched, the monopolistic positions of the enterprise will strengthen and rolling stock owners will surrender those positions which will be attractive to OAO RZD.
In general, intensive financing of «heavy» infrastructure projects, such as port complexes, is required. The long awaited decision on uniting sea and fishing administrations, which has been lingering for already five years, may give a push to fish berths development.
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– Last year was the year of success for many companies, including the group of companies Sovfracht – Sovmortrans. Thus, according to the preliminary data, the volume of provided services grew by 60% year-on-year and transportation volume made over 30 mln tons. The company’s fleet got two dry cargo ships with general deadweight of 70 thousand tons. The general volume of investment made into different assets amounted USD 60 mln in 2006.
The first stage of the stevedoring port complex reconstruction on the basis of Interferrum-Metal in Saint-Petersburg was completed. Now it will function as a container depot and, after the strengthening of berths and dredging, will work as a port. Also, we consider the opportunity to equip the port complex with technologies that will allow to accommodate motor ferries in Turukhtannaya Harbour in Saint-Petersburg. In future we plan to reconstruct Astrakhan Commercial Sea Port.
Having launched Sovfracht Autologistics, our group of companies joined the segment of highly demanded motor cars transportation. In 2006 we signed a contract on delivery of 70 МАN lorries with ROLFO platforms to transport motor cars. In 2007 we intend to purchase 100 cargo trucks more to transport containers.
The companies forming our group successfully operate as forwarders in the ports of South Federal region: Novorossiysk, Makhachkala, and Astrakhan. According to our management data, about half of export of Russian ferrous metals is handled by our group.
– What events in the Russian transport sector would you call the most significant ones?
– I think that one of most significant events on the transport market was the launch of ОАО TransContainer – OAO RZD daughter company. Now it impacts the container transportation market in a most significant way. In particular, TransContainer activities endanger small forwarding companies.
Last year Rosmorport made a decision to re-consider its rates for berths rent. This happened after the tender for berths of the Sea Fishery Port of Saint-Petersburg, when the company who won the tender offered an unprecedentedly high rent rate. We think this situation will influence the functioning of both this and other ports. Moreover, in 2006 the tendency for logistic companies’ consolidation has proved to work in reality. ОАО FESCO purchased a share of First Quantum in the National Container Company, the consolidation and launch of ОАО Novorossiysk Commercial Sea Port holding in Novorossiysk show that the logistic market is ready for serious investment and became interesting for strategic investors.
– What major tendencies can be found in the transport sector of the RF?
– The demand for outsourcing of complicated logistic services is growing. Now the companies operate logistic mechanisms themselves. They can solve simple problems and implement easy operations, but, considering this business is non-core for them, they often make mistakes and forget about such details as terms for rolling stock providing, fines for idling, empty run etc. In other words, in terms of efficiency, those companies who do not specialize in logistics can not compete with transport companies. We’ve already realized this and practice outsourcing in this respect. Logistic services take about 15% in our group volumes.
Last year our daughter company Sovfracht NN won two tenders for long-term logistic servicing of glass factories: the Borsky glass factory, which belongs to the Gloverbel group, and the Pilkington Glass factory in Ramenskoye. We invested into these projects heavily and are ready to carry on investing into similar projects. Also, we have positive experience in logistic servicing of big oil refineries, in particular, the Moscow one.
– What are the forecasts for 2007 – which direction will the Russian transport complex take?
– In 2007 Russia may join the WTO, which will result in the activation of big foreign transport-logistic players. In this respect Russian companies have to increase their competitiveness; also, consolidation in the transport sector will carry on, which altogether will influence the customer positively. Foreign investment flow to the Russian transport sector can be expected.
Quite probably, the Freight Company of OAO RZD will be launched, the monopolistic positions of the enterprise will strengthen and rolling stock owners will surrender those positions which will be attractive to OAO RZD.
In general, intensive financing of «heavy» infrastructure projects, such as port complexes, is required. The long awaited decision on uniting sea and fishing administrations, which has been lingering for already five years, may give a push to fish berths development.
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[DETAIL_TEXT] => – Could you, please, tell us about your company results in 2006?
– Last year was the year of success for many companies, including the group of companies Sovfracht – Sovmortrans. Thus, according to the preliminary data, the volume of provided services grew by 60% year-on-year and transportation volume made over 30 mln tons. The company’s fleet got two dry cargo ships with general deadweight of 70 thousand tons. The general volume of investment made into different assets amounted USD 60 mln in 2006.
The first stage of the stevedoring port complex reconstruction on the basis of Interferrum-Metal in Saint-Petersburg was completed. Now it will function as a container depot and, after the strengthening of berths and dredging, will work as a port. Also, we consider the opportunity to equip the port complex with technologies that will allow to accommodate motor ferries in Turukhtannaya Harbour in Saint-Petersburg. In future we plan to reconstruct Astrakhan Commercial Sea Port.
Having launched Sovfracht Autologistics, our group of companies joined the segment of highly demanded motor cars transportation. In 2006 we signed a contract on delivery of 70 МАN lorries with ROLFO platforms to transport motor cars. In 2007 we intend to purchase 100 cargo trucks more to transport containers.
The companies forming our group successfully operate as forwarders in the ports of South Federal region: Novorossiysk, Makhachkala, and Astrakhan. According to our management data, about half of export of Russian ferrous metals is handled by our group.
– What events in the Russian transport sector would you call the most significant ones?
– I think that one of most significant events on the transport market was the launch of ОАО TransContainer – OAO RZD daughter company. Now it impacts the container transportation market in a most significant way. In particular, TransContainer activities endanger small forwarding companies.
Last year Rosmorport made a decision to re-consider its rates for berths rent. This happened after the tender for berths of the Sea Fishery Port of Saint-Petersburg, when the company who won the tender offered an unprecedentedly high rent rate. We think this situation will influence the functioning of both this and other ports. Moreover, in 2006 the tendency for logistic companies’ consolidation has proved to work in reality. ОАО FESCO purchased a share of First Quantum in the National Container Company, the consolidation and launch of ОАО Novorossiysk Commercial Sea Port holding in Novorossiysk show that the logistic market is ready for serious investment and became interesting for strategic investors.
– What major tendencies can be found in the transport sector of the RF?
– The demand for outsourcing of complicated logistic services is growing. Now the companies operate logistic mechanisms themselves. They can solve simple problems and implement easy operations, but, considering this business is non-core for them, they often make mistakes and forget about such details as terms for rolling stock providing, fines for idling, empty run etc. In other words, in terms of efficiency, those companies who do not specialize in logistics can not compete with transport companies. We’ve already realized this and practice outsourcing in this respect. Logistic services take about 15% in our group volumes.
Last year our daughter company Sovfracht NN won two tenders for long-term logistic servicing of glass factories: the Borsky glass factory, which belongs to the Gloverbel group, and the Pilkington Glass factory in Ramenskoye. We invested into these projects heavily and are ready to carry on investing into similar projects. Also, we have positive experience in logistic servicing of big oil refineries, in particular, the Moscow one.
– What are the forecasts for 2007 – which direction will the Russian transport complex take?
– In 2007 Russia may join the WTO, which will result in the activation of big foreign transport-logistic players. In this respect Russian companies have to increase their competitiveness; also, consolidation in the transport sector will carry on, which altogether will influence the customer positively. Foreign investment flow to the Russian transport sector can be expected.
Quite probably, the Freight Company of OAO RZD will be launched, the monopolistic positions of the enterprise will strengthen and rolling stock owners will surrender those positions which will be attractive to OAO RZD.
In general, intensive financing of «heavy» infrastructure projects, such as port complexes, is required. The long awaited decision on uniting sea and fishing administrations, which has been lingering for already five years, may give a push to fish berths development.
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The first stage of the stevedoring port complex reconstruction on the basis of Interferrum-Metal in Saint-Petersburg was completed. Now it will function as a container depot and, after the strengthening of berths and dredging, will work as a port. Also, we consider the opportunity to equip the port complex with technologies that will allow to accommodate motor ferries in Turukhtannaya Harbour in Saint-Petersburg. In future we plan to reconstruct Astrakhan Commercial Sea Port.
Having launched Sovfracht Autologistics, our group of companies joined the segment of highly demanded motor cars transportation. In 2006 we signed a contract on delivery of 70 МАN lorries with ROLFO platforms to transport motor cars. In 2007 we intend to purchase 100 cargo trucks more to transport containers.
The companies forming our group successfully operate as forwarders in the ports of South Federal region: Novorossiysk, Makhachkala, and Astrakhan. According to our management data, about half of export of Russian ferrous metals is handled by our group.
– What events in the Russian transport sector would you call the most significant ones?
– I think that one of most significant events on the transport market was the launch of ОАО TransContainer – OAO RZD daughter company. Now it impacts the container transportation market in a most significant way. In particular, TransContainer activities endanger small forwarding companies.
Last year Rosmorport made a decision to re-consider its rates for berths rent. This happened after the tender for berths of the Sea Fishery Port of Saint-Petersburg, when the company who won the tender offered an unprecedentedly high rent rate. We think this situation will influence the functioning of both this and other ports. Moreover, in 2006 the tendency for logistic companies’ consolidation has proved to work in reality. ОАО FESCO purchased a share of First Quantum in the National Container Company, the consolidation and launch of ОАО Novorossiysk Commercial Sea Port holding in Novorossiysk show that the logistic market is ready for serious investment and became interesting for strategic investors.
– What major tendencies can be found in the transport sector of the RF?
– The demand for outsourcing of complicated logistic services is growing. Now the companies operate logistic mechanisms themselves. They can solve simple problems and implement easy operations, but, considering this business is non-core for them, they often make mistakes and forget about such details as terms for rolling stock providing, fines for idling, empty run etc. In other words, in terms of efficiency, those companies who do not specialize in logistics can not compete with transport companies. We’ve already realized this and practice outsourcing in this respect. Logistic services take about 15% in our group volumes.
Last year our daughter company Sovfracht NN won two tenders for long-term logistic servicing of glass factories: the Borsky glass factory, which belongs to the Gloverbel group, and the Pilkington Glass factory in Ramenskoye. We invested into these projects heavily and are ready to carry on investing into similar projects. Also, we have positive experience in logistic servicing of big oil refineries, in particular, the Moscow one.
– What are the forecasts for 2007 – which direction will the Russian transport complex take?
– In 2007 Russia may join the WTO, which will result in the activation of big foreign transport-logistic players. In this respect Russian companies have to increase their competitiveness; also, consolidation in the transport sector will carry on, which altogether will influence the customer positively. Foreign investment flow to the Russian transport sector can be expected.
Quite probably, the Freight Company of OAO RZD will be launched, the monopolistic positions of the enterprise will strengthen and rolling stock owners will surrender those positions which will be attractive to OAO RZD.
In general, intensive financing of «heavy» infrastructure projects, such as port complexes, is required. The long awaited decision on uniting sea and fishing administrations, which has been lingering for already five years, may give a push to fish berths development.
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[NAME] => Russian Transport in 2006: Development Vector Set
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[DETAIL_TEXT] => Infrastructure Projects: Start in Saint-Petersburg
The most significant event for the Russian transport sector in 2006 is believed to be the approval of the first investment projects for transport infrastructure development to be implemented with state support of the Russian Federation Investment Fund. This took long to prepare: the work on selecting and developing projects of state-and-private partnership has continued for two years. At last, in 2006 the implementation of the whole range of large-scaled transport projects started. At the session of the RF Government, 9 investment projects (3 complex infrastructure projects with transport component and 6 transport projects) were approved for support by the RF Investment Fund.
For example, such projects as the high-speed motorway Moscow – Saint-Petersburg, the Orlovsky tunnel under the Neva river in Saint-Petersburg, and a new access to the Moscow ring road for the Federal motorway М-1 «Belarus» Moscow – Minsk were approved. These projects are expected to demonstrate multiple social - economic effects. However, in the first place they are to solve present-day transport problems. Thus, thanks to the Orlovsky tunnel, two parts of Saint-Petersburg will be connected day-and-night, which will increase the time for river transport passing along the Neva River and bring growth of cargo flow for the Volga-Don water route. The motorway Krasnodar – Abinsk – Kabardinka will allow to take transit traffic out of Krasnodar city.
One of most famous projects is the construction of the Western Speed Diameter (WSD) in Saint-Petersburg. It aims at the construction of a high-speed motorway to provide motor passenger and cargo transportation on the highly loaded directions between the southern, the central and the northern districts of Saint-Petersburg and join the transport junctions of the city, including Saint-Petersburg Sea Port, to the net of the federal motorways of the country with accesses to Baltic countries, Scandinavia and Russian regions. The length of WSD will make 46.4 km, the number of ways will amount to 6-8, while the number of road junctions to 14. The expected number of road users in 2010 will amount to 105 thousand of motor cars per day.
By now the tender on concession agreement has been launched: it envisages designing, construction, financing and using the WSD. This tender will result in concluding a contract on construction and further exploitation of the motorway with the company-winner for the term of 30 years. This agreement is to be concluded by July 30, 2007. The cost of motorway construction totals RUR 83 bln. Half of this sum will be given by concessionaire, one third – by the RF Investment Fund, the rest will be financed from the city budget of Saint-Petersburg.
Railways: focus on reform
Railway transport saw the year 2006 in by launching the third stage of restructuring. It should be reminded that the reform unfolds in accordance with the programme approved by the RF Government and in cooperation with the federal bodies of executive power, the RF Federal Assembly and public organizations. In 2006 five decrees and one resolution about the reform were approved. One of the most important approved documents was the Plan of arrangements on the restructuring programme implementation in 2006-2010. Another significant direction was the launch of OAO RZD subsidiaries and affiliates. Thus, OAO TransContainer and OAO Refservice were launched and started to provide services on specialized cargo transportation. On the initial stage they function as rolling stock operators.
OAO TransContainer started operating on July 1, 2006. The company operates the largest in the country containers and fitting platforms park. It also was given 47 container terminals on the railway net, 17 thousand of platforms and tens of thousand containers. According to experts, at present TransContainer plays the most significant role in the development of the Russian container transportation market.
For long-distance passenger transportation, the Programme of restructuring envisages the launch of the Federal Passenger Company on the basis of the OAO RZD passenger department property complex. It will be formed according to the model of the Federal Passenger Directorate launched in 2006, and it is to become the base where financial, organizational and other mechanisms of the company’s long-distance passenger transportation will be tested. Moreover, the process of restructuring of the suburban passenger transportation complex is being carried on. Suburban passenger companies have been launched in each region of Russia. Together with the subjects of the Federation, ten suburban passenger companies have already been formed, six of them in 2006. All in all, about 40 subsidiaries and affiliates of OAO RZD and joint ventures are to be launched.
Today passenger transportation is unprofitable for OAO RZD. Losses are covered by the cross-subsiding mechanism when passenger transportation is subsidized by cargo transportation. In 2006, for the first time, steps to solve this problem were taken and now it is planned that in 2007 losses will be compensated from the federal budget. Speaking of suburban transportation, Igor Levitin, RF Transport Minister, clarified that the Ministry of Transport will consider the mechanism of losses compensation for this sort of transportation as well.
However, 2006 was not only focusing on restructuring. Thus, early in 2006 container transportation along the TransSiberian route practically stopped. Transit volumes dropped in 2005 when, due to delay in the arrival of platforms at Nakhodka – Buslovskaya station, cargo started to be held-up. Part of the cargo flow was taken by ocean shipping companies who offered cheaper rates. However, the last drop was the rise of railway tariffs for transit transportation along the TransSib, which occurred on January 1, 2006. On average, tariffs increased by 30% for loaded containers and three – or fourfold for empty ones. This had a negative impact, since transportation along the route became unprofitable and the container flow switched to sea transport.
Efforts to change the situation for the better were consistently made during 2006. As a result, it was a success: in January 2007 the RF Transport Ministry issued three bills about the introduction of a decreasing coefficient for cargo transit transportation. Orders on setting the unified rate for cargo transportation in private containers and platforms by containerized trains were signed. This concerned basic transit directions via the Far East ports and border check-points Zabaykalsk, Grodekovo, Naushki and Dostyk. Now rates for 40ft container transportation are as follows: USD 900 for a loaded container westbound, USD 600 – for a loaded container and USD 400 – for an empty container eastbound. Moreover, for the first time, these documents formulated a complex attitude to setting transit tariffs that envisaged container cargo flows coming in both via Far East ports and border check-points.
Most container business players hope these steps can turn Russian container routes into competitive lines compared to ocean transportation. In particular, some experts note that, considering the inflation level, tariffs for container transportation in 2007 should have increased by 15-20%, but, due to the new approach, they will decrease compared to last year rates. However, it is also noted that contracts concluding is only underway now and the majority of cargo flow has already left for sea, thus, the TransSib can see only an insignificant volume.
Air transport: on the way to consolidation
The key event for air transport last year was the launch of United Air Construction company which absorbed the key assets of the sector. The Charter of the company registered early in November includes several plants, leasing companies and construction bureaus – Sukhoi, Aviaexport, Ilyshin, Sokol, Tupolev, Komsomolsk-on-Amur air enterprise named after Y.А. Gagarin etc. The aim of this company launch is to consolidate separated assets for targeted work on priority projects, as well as to strengthen the joint financial potential.
Not long before this, the air line Pulkovo joined the State Transport Company Russia, which resulted in the arrival of a second largest after Aeroflot carrier on the market. At the same time Aeroflot, Dalavia and Sakhalin Airlines made a decision on joining their efforts in the Far East Federal District to launch a big competitive air carrier operating flights in regional and main-line directions by modern vessels. Earlier, in June 2006, Krasnoyarsk Airlines managed to implement the idea of launching an Air Union on the basis of Domodedovo Airlines, Omskavia, Samara and SibAviaTrans.
The necessity of radical changes was obvious a long time ago. Fragmented assets in the 1990-ies, lack of co-ordination in air construction and air carrying activities, and absence of a well-defined state policy resulted in the situation when during the post-reform period Russia constructed only one new type of aircraft – Ту204/214, which started to be designed in the Soviet era. Privatisation in the civil air sector in the first half of the 1990-ies formed several small aircraft operators who had limited material resources and, thus, limited opportunities to solve production problems in a proper way. At present, the majority of the Russian air transportation market belongs to the biggest companies. The share of ten air lines makes over 65% of total passenger transportation market, almost the whole volume of passenger transportation is served by 35 air lines. At the same time, according to the statistics, the number of operators functioning on the Russian market totals 182 companies.
Moreover, over 60% of transportation is implemented by aircrafts designed in the 1960-70-ies. «About 50% of transportation capacity of the main line passenger park is serviced by the vessels which do not correspond to modern international standards in terms of noise level. The problem of air noise is typical of 20 airports and crucial for about three millions of the Russians», Igor Levitin, the RF Transport Minister, states. However, the national air industry has no opportunity to produce the required range of vessels in the next 5-8 years to compensate for the annual retirement of 110-115 aircrafts. Thus, the Federal target programme «Development of civil air equipment in Russia in 2002-2010 and leading up to 2015» envisages the manufacturing of vessels of 11 standard sizes out of the about 50 required by the civil air sector of the country. According to the Ministry of Transport, in 2006 only six aircrafts have been manufactured
out of the ordered 17.
So much for the situation on the national market. However, nowadays on the eve of Russia joining the WTO, a substantial part of transportation belongs to foreign air lines. Thus, according to the Ministry of Transport, the volume of passenger transportation implemented by foreign companies on the Russian market can be compared to that of Aeroflot. When Russia has joined the WTO, all the limits can be cancelled, though now it is an instrument with the help of which Russian authorities protect national air carriers from stronger foreign competitors.
One more problem widely discussed in 2006 is management. At present, instead of a single Ministry of Civil Aviation or State Service of Civil Aviation, the sector is controlled by six different bodies. Opinions have been voiced urging to go back to the former system of unified control; however, so far this issue has not been resolved.
Motor transport: fuel at a good price
Late in October new regulations on import of second-hand cars to Russia came in force. The fundamental target of new regulations introduction is the staged improvement of ecological parameters of imported cars on the territory of Russia. Now, according to the rules, during the customs registration, the car owner is obliged to prove whether the car corresponds to the ecological standards not lower than «Euro-2». If the vehicle does not meet this standard it has to be left abroad or taken to pieces. The basis for the definition of how the car meets the given standards is the certificate of correspondence. Rules are set by the Federal Agency on Technical Regulations and Metrology.
However, the most serious impact on the situation on the motor transport market was made by the anticipatory prices growth on fuel. Thus, according to the statistics, in 2006 fuel prices grew by 11.1% on average, and prices for the most popular АИ-95 petrol by 12%, which exceeds the inflation rate of 9%. Naturally, this situation influences motor complex enterprises negatively.
However, in experts’ opinion, the worst damage is caused to motor transport companies specializing in passenger transportation. At present losses on passenger transportation are covered by the budgets of the RF subjects and municipal bodies. It is inevitable that social carriers suffer losses, since tariffs for passenger transportation are regulated, while fuel prices are not. As a rule, the set ticket cost is lower than the prime cost of transportation; moreover, there are plenty of privileged passengers. As a result, according to the RF Transport Ministry, in Q1 of 2006, the cost share spent on fuel purchase made 24.8% in the general scheme of enterprises expenditures.
The cargo motor transport sector also shows quite a problematic situation. Thus, according to the data of the Association of International Truck Hauliers (ASMAP), the Russian truckers take only one third of the international market of international truck transportation and the share of their profit is even smaller. Analysts believe that the complicated financial situation of motor enterprises was caused by the systematic growth of prices on diesel fuel. At the same time, according to ASMAP, expenditures on fuel are basic (about 40%) in the structure of maintenance costs of the Russian truck hauliers and are twice as high as the analogous result of the EU countries importing oil products.
Sea Transport: in the course of world processes
Russian sea transport in 2006 also had some bright events. One of them is the launch of a ferry line between the ports of Ust-Luga and Baltyisk. The expected cargo turnover of the line will amount to 5.5 mln tons, including the railway component of 3.5 mln tons. The ferry line will operate the «Baltyisk» ferry, which shows parameters unique for Russia: it is capable to transport both rail cars and roll-on machinery. However, the major target of this line launch is setting transport communication with Kaliningrad region. Late in 2006, the ferry line Baltyisk – Mukran (Germany) was launched which aims to shorten the time of cargo delivery and decrease the transport component in the final production cost. The line is expected to function only in motor mode; then after technical and technological works are completed in the German port, the railway-ferry line Ust-Luga – Baltyisk – German ports will operate in corpore. In general, the project is a logical sequence of the Russian infrastructure projects implemented during recent years and directed to provide transport independence for Russia from its neighboring countries.
Also, among the significant events of 2006, the completion of the long awaited atomic ice-breaker «50 years of Victory Day» should be mentioned. In November 2006, two nuclear reactors were launched, till mid-December mooring tests were held and in February 2007 the Baltic sea hosted the new-born vessel. A member of the State Commission confirmed the precise correspondence of the vessel to the national and international standards. It should be reminded that the ice-breaker «50 years of Victory Day» is the biggest vessel of this type in the world. It is a modernized version of the second series of atomic ice-breakers of «Arctic» type. The length of the vessel is 159 m, its width – 30 m, total displacement – 25 thousand tons, speed – 18 hitches. The maximum ice thickness for the ice-breaker is 2.8 m. The vessel is equipped with two atomic energy plants that provide diesel power of 75 thousand i.p.
The situation around the merger of OAO Novoship (Novorossiysk Steamship Line) and OAO Sovcomflot (SCF) aroused great attention. Two biggest shipping companies have been cooperating for many years on numerous projects: from joint purchase to staff retraining. SCF nowadays is the biggest Russian ship-owner in terms of fleet tonnage and «Novoship» is the first Russian company in terms of the number of private shareholders and vessels number (in 2006 the company reached the result of 62 vessels of general deadweight 3.8 mln tons). In case of their merger, a new steamship line can join top-five world tanker companies in terms of fleet deadweight (about 7.7 mln tons) and take the third place in terms of assets cost (up to USD 4 bln).
The idea of these companies merger has existed for six years. Recently it had more enemies than supporters; however, the Boards of the companies have approved the merger scheme according to which Novoship is to become SCF daughter-company, having paid by its state shares the additional emission of the latter.
In October 2006, when, to complete the deal, the RF Transport Ministry had to get the RF Government approval, the RF Ministry of Economic Development and Trade objected to the process, having motivated its objections by the fact that there was neither precise evaluation of the scheme, nor alternative variants of the merger. Also, offers developed by the Ministry of Transport did not contain terms for future privatization by IPO or direct sale. Nevertheless, last year no agreement on either the companies’ level or the RF Government level was reached; it is quite clear that the Russian sea transport develops in the context of world business processes and corresponds to what is going on in the world sea transportation sector.
River transport: not to strand
Last year’s results of the domestic water transport were influenced by the incident when about 250 tankers owned by the biggest Russian river steam line OAO Volgotanker were arrested in 2005. According to experts, this very circumstance made oil cargo river navigation in 2006 unsuccessful.
In some opinions, the loss of traditional for the Russian water transport enterprises oil cargo flow amounted to 6.5 mln tons. For example, oil transportation via the Volga-Baltic route fell by 50% and made 2.7 mln, via the Volga-Don canal – 4.1 mln tons (-1 mln ton compared to 2005 results)
The main reason restricting cargo and passenger transportation by water transport in the European part of Russia is believed to be the poor physical state of domestic water ways and hydro-technical constructions. This causes a great loss of fleet capacity due to the idling and lack of loading and also limits the activities of big tourist liners.
Traditionally problematic areas for the Russian rivers are shallow water on the Volga River from Gorodets to Nizhny Novgorod or the lock of Kochetovsky control structure on the Nizhny Don. However, the problem with Kochetovsky control structure seems to be solved soon. In December 2006 technological tests of the lock were held successfully. This year safety schemes will be tested; after that a new lock-chamber will be put into operation in the testing mode. According to experts, this will double the carrying capacity of the Volga-Don canal.
Last year Russian transport world widely discussed the administrative restructuring of the river sector. Various suggestions for improvement were made. As a result, experts chose the scheme worked out by the Federal Agency of Sea and River Transport. It envisages the launch of Rosrechput (as economical structure) and River Administration which will hold administrative power. This model is believed to be optimal, in particular when Russia joins the WTO and the river transport administrative structure will have to be formed.
Year Tendencies: right direction
Summing up the above, one can come to the conclusion that last year demonstrated several fundamental tendencies in the Russian transport sector development. Firstly, state-and-private partnership is developing, though not very dynamically, but in its own way. As experts note, nowadays this term has to do not just with the organization-legal form, but with a wider spectrum of phenomena. The state defines its responsibility zones for transport infrastructure development in practice (including financial obligations), and business is authorized to function where private undertaking looks more efficient. First of all, this is about the approval of initial projects on Investment Fund financing or the RF Government decision to cover losses suffered during long-distance railway passenger transportation. These facts show that the Russian state realizes its role in transport infrastructure development and is ready to participate in this process actively.
The second tendency is assets consolidation and big transport players launch. Consolidation is an answer to the challenge promoted by the international competition and global economic processes. This tendency is actual for several modes of transport and, as experts note, will continue in future. The third aspect that deserves attention is a faster reaction shown by regulating bodies when the situation on the transport services market was getting worse. On the list is the fast decision made by the Federal Tariff Service on car component increase for cargo transportation by rail cars and gondola cars, when their deficit was discovered in the second half of the year. However, this decision was of an ambiguous sort, the accent here should be laid upon the fact that power structures were trying to solve the problem as soon as possible. Of course, this rule did not work all the time and everywhere. Moreover, problems with issuing normative documents have not been solved yet. Thus, approved in 2006, the International Vessel Register or Regulations of Transport-Forwarding Activities was severely criticized and the whole range of awaited basic documents, such as Law «On sea ports» or amendments to the Law «On special economic zones», were not approved at all.
So much for the results achieved by the Russian transport sector in 2006 which is history now; the new year of 2007 will bring more positive events, especially that the development vector has already been set.
Viewpoint
Vasily Shimokhin, OAO Railways of Yakutia CEO:
– Our company increases transportation volumes annually, consequently, our profits grow as well. Thus, if 2005 resulted in the revenue worth RUR 12 mln, then 2006 – RUR 25 mln. It is clear that on the Russian scale these are not too impressive figures; however, for the company who promotes railway transport in Yakutia they show there is an economic niche for business here.
The most important thing for the Russian transport sector now is, in my opinion, railway transport restructuring, which is unfolding at present. The reform plan looks optimistic. A special thing to emphasize is the solution of passenger transportation problem. We implement passenger transportation on a full-scale: we operate our own cars, railway stations, cashiers, conductors etc. and for many years passenger transportation has been unprofitable. We did our best to find the best way to operate it by expenditures minimization. At last, certain progress can be seen. Within the framework of OAO RZD, the Federal Passenger Directorate was formed. Moreover, the federal budget envisages resources to maintain the passenger complex in 2007. Thus, last year prerequisites for joining Railways of Yakutia with the Federal Passenger Directorate and the launch of the united passenger complex, which would cover the costs at the expense of common subsiding from the federal budget, were obtained.
From major development tendencies observed at the railway transport I would emphasize elements of competition coming into force. It is an obvious tendency for container transportation market: for example, TransContainer competes with enterprises-rolling stock owners. Market relations came to our place as well. For example, when it was necessary we rented a diesel locomotive not from OAO RZD, but from one of the transport companies. Every year competition will be getting stronger and we won’t be able to get rid of it. This is very good, since enterprises falling apart from competition and striving for monopolistic system is a sign of regress.
What about my forecast for the transport sector in 2007? I can only state one thing: we are sure it will develop, as well as the Russian economy in general. The forecasts for 2007 for our enterprise eare very favourable. We expect transportation volumes boost. Firstly, due to pipes delivery (about 300 thousand tons) and also pipe production (machinery, mechanisms etc) to the project of oil pipe-line Eastern Siberia – Pacific Ocean. Secondly, due to transportation of materials (rails, sleepers) to railway construction in the North of Yakutia. According to our forecast, transportation volumes will grow by 15-20% in 2007; consequently, this growth will influence profits, wages etc.
Viewpoint
Pavel Lagov, TransSiberian Intermodal Service, CEO:
– Just like before, in 2006 our company focused on expanding the range of Russian railway and intermodal services on the international transport market. Despite the fall of transit transportation, where TransSiberian Intermodal Service has traditionally taken the leading position, we have managed to keep the first place in the general volume of container transportation among forwarding companies. It was possible to reach due to our high-quality transport services, working principles corresponding to the international transportation standards and the expansion on the intermodal market. Last year the technology of the acting projects was improved, some new projects were launched, new directions of mass transportation were developed, new departments and offices were launched in strategically important regions. A great impact was also made by the improvement of control IT, co-operation with transport bodies and customers and active participation in regional and international exhibitions and conferences.
Unfortunately, the most «significant» event of 2006 was transit tariffs rise. This practically stopped this sort of transportation. The year resulted in a serious drop of aggregate volume, which was even lower than in previous years. Moreover, transit transportation drop caused problems with providing rolling stock, which will make it difficult to return transit flows to the Russian railways, even if competitive rates, including car components and other payments, are set.
The permanent growth of transportation prime cost makes forwarding and operator companies search for resources to provide financial efficiency and organize intermodal routes in such a way as to unite the positive and minimize the negative factors for each participating mode of transport.
It is quite obvious that the main tendencies of the modern world transport system will be acting in 2007. Thus, the role of auxiliary operations and services, which do not form transport business immediately, but significantly influence the transportation process and its cost, is getting more and more important on the international intermodal transport services market. This is, first of all, the correct filling in of cargo documents, information co-operation with cargo owners, carriers etc.
Our reference
Top-10 events for the Russian transport sector of 2006(RZD-Partner rating):
1. Approval of first infrastructure projects supported by the RFvestment Fund.
2. Daughter companies of OAO RZD launch and heated discussions about Freight Company creation.
3. The RF Government decision to subsidize losses from long-distance passenger transportation from the federal budget.
4. The RF Transport Ministry decision to raise railway tariffs on transit transportation on the route Nakhodka – Vostochnaya – Buslovskaya, which practically stops transportation in the sector.
5. Launch of the United Air Construction company.
6. Appointment of Igor Romashev, earlier a businessman and head of one of the most successful private operator companies, as the Head of the Federal Railway Transport Agency.
7. Development by OAO RZD and the Federal Tariff service of the strategy for overcoming the gondola cars deficit.
8. Launch of the ferry line Ust Luga – Baltyisk – ports of Germany.
9. Approval by the RF Transport Ministry of the merger between the two biggest shipping companies – OAO Sovcomflot and OAO Novoship.
10. The Federal Customs Service decision to introduce new cargo customs/transit declaration as of January 1, 2007.
by Olga Gorbunova
[~DETAIL_TEXT] => Infrastructure Projects: Start in Saint-Petersburg
The most significant event for the Russian transport sector in 2006 is believed to be the approval of the first investment projects for transport infrastructure development to be implemented with state support of the Russian Federation Investment Fund. This took long to prepare: the work on selecting and developing projects of state-and-private partnership has continued for two years. At last, in 2006 the implementation of the whole range of large-scaled transport projects started. At the session of the RF Government, 9 investment projects (3 complex infrastructure projects with transport component and 6 transport projects) were approved for support by the RF Investment Fund.
For example, such projects as the high-speed motorway Moscow – Saint-Petersburg, the Orlovsky tunnel under the Neva river in Saint-Petersburg, and a new access to the Moscow ring road for the Federal motorway М-1 «Belarus» Moscow – Minsk were approved. These projects are expected to demonstrate multiple social - economic effects. However, in the first place they are to solve present-day transport problems. Thus, thanks to the Orlovsky tunnel, two parts of Saint-Petersburg will be connected day-and-night, which will increase the time for river transport passing along the Neva River and bring growth of cargo flow for the Volga-Don water route. The motorway Krasnodar – Abinsk – Kabardinka will allow to take transit traffic out of Krasnodar city.
One of most famous projects is the construction of the Western Speed Diameter (WSD) in Saint-Petersburg. It aims at the construction of a high-speed motorway to provide motor passenger and cargo transportation on the highly loaded directions between the southern, the central and the northern districts of Saint-Petersburg and join the transport junctions of the city, including Saint-Petersburg Sea Port, to the net of the federal motorways of the country with accesses to Baltic countries, Scandinavia and Russian regions. The length of WSD will make 46.4 km, the number of ways will amount to 6-8, while the number of road junctions to 14. The expected number of road users in 2010 will amount to 105 thousand of motor cars per day.
By now the tender on concession agreement has been launched: it envisages designing, construction, financing and using the WSD. This tender will result in concluding a contract on construction and further exploitation of the motorway with the company-winner for the term of 30 years. This agreement is to be concluded by July 30, 2007. The cost of motorway construction totals RUR 83 bln. Half of this sum will be given by concessionaire, one third – by the RF Investment Fund, the rest will be financed from the city budget of Saint-Petersburg.
Railways: focus on reform
Railway transport saw the year 2006 in by launching the third stage of restructuring. It should be reminded that the reform unfolds in accordance with the programme approved by the RF Government and in cooperation with the federal bodies of executive power, the RF Federal Assembly and public organizations. In 2006 five decrees and one resolution about the reform were approved. One of the most important approved documents was the Plan of arrangements on the restructuring programme implementation in 2006-2010. Another significant direction was the launch of OAO RZD subsidiaries and affiliates. Thus, OAO TransContainer and OAO Refservice were launched and started to provide services on specialized cargo transportation. On the initial stage they function as rolling stock operators.
OAO TransContainer started operating on July 1, 2006. The company operates the largest in the country containers and fitting platforms park. It also was given 47 container terminals on the railway net, 17 thousand of platforms and tens of thousand containers. According to experts, at present TransContainer plays the most significant role in the development of the Russian container transportation market.
For long-distance passenger transportation, the Programme of restructuring envisages the launch of the Federal Passenger Company on the basis of the OAO RZD passenger department property complex. It will be formed according to the model of the Federal Passenger Directorate launched in 2006, and it is to become the base where financial, organizational and other mechanisms of the company’s long-distance passenger transportation will be tested. Moreover, the process of restructuring of the suburban passenger transportation complex is being carried on. Suburban passenger companies have been launched in each region of Russia. Together with the subjects of the Federation, ten suburban passenger companies have already been formed, six of them in 2006. All in all, about 40 subsidiaries and affiliates of OAO RZD and joint ventures are to be launched.
Today passenger transportation is unprofitable for OAO RZD. Losses are covered by the cross-subsiding mechanism when passenger transportation is subsidized by cargo transportation. In 2006, for the first time, steps to solve this problem were taken and now it is planned that in 2007 losses will be compensated from the federal budget. Speaking of suburban transportation, Igor Levitin, RF Transport Minister, clarified that the Ministry of Transport will consider the mechanism of losses compensation for this sort of transportation as well.
However, 2006 was not only focusing on restructuring. Thus, early in 2006 container transportation along the TransSiberian route practically stopped. Transit volumes dropped in 2005 when, due to delay in the arrival of platforms at Nakhodka – Buslovskaya station, cargo started to be held-up. Part of the cargo flow was taken by ocean shipping companies who offered cheaper rates. However, the last drop was the rise of railway tariffs for transit transportation along the TransSib, which occurred on January 1, 2006. On average, tariffs increased by 30% for loaded containers and three – or fourfold for empty ones. This had a negative impact, since transportation along the route became unprofitable and the container flow switched to sea transport.
Efforts to change the situation for the better were consistently made during 2006. As a result, it was a success: in January 2007 the RF Transport Ministry issued three bills about the introduction of a decreasing coefficient for cargo transit transportation. Orders on setting the unified rate for cargo transportation in private containers and platforms by containerized trains were signed. This concerned basic transit directions via the Far East ports and border check-points Zabaykalsk, Grodekovo, Naushki and Dostyk. Now rates for 40ft container transportation are as follows: USD 900 for a loaded container westbound, USD 600 – for a loaded container and USD 400 – for an empty container eastbound. Moreover, for the first time, these documents formulated a complex attitude to setting transit tariffs that envisaged container cargo flows coming in both via Far East ports and border check-points.
Most container business players hope these steps can turn Russian container routes into competitive lines compared to ocean transportation. In particular, some experts note that, considering the inflation level, tariffs for container transportation in 2007 should have increased by 15-20%, but, due to the new approach, they will decrease compared to last year rates. However, it is also noted that contracts concluding is only underway now and the majority of cargo flow has already left for sea, thus, the TransSib can see only an insignificant volume.
Air transport: on the way to consolidation
The key event for air transport last year was the launch of United Air Construction company which absorbed the key assets of the sector. The Charter of the company registered early in November includes several plants, leasing companies and construction bureaus – Sukhoi, Aviaexport, Ilyshin, Sokol, Tupolev, Komsomolsk-on-Amur air enterprise named after Y.А. Gagarin etc. The aim of this company launch is to consolidate separated assets for targeted work on priority projects, as well as to strengthen the joint financial potential.
Not long before this, the air line Pulkovo joined the State Transport Company Russia, which resulted in the arrival of a second largest after Aeroflot carrier on the market. At the same time Aeroflot, Dalavia and Sakhalin Airlines made a decision on joining their efforts in the Far East Federal District to launch a big competitive air carrier operating flights in regional and main-line directions by modern vessels. Earlier, in June 2006, Krasnoyarsk Airlines managed to implement the idea of launching an Air Union on the basis of Domodedovo Airlines, Omskavia, Samara and SibAviaTrans.
The necessity of radical changes was obvious a long time ago. Fragmented assets in the 1990-ies, lack of co-ordination in air construction and air carrying activities, and absence of a well-defined state policy resulted in the situation when during the post-reform period Russia constructed only one new type of aircraft – Ту204/214, which started to be designed in the Soviet era. Privatisation in the civil air sector in the first half of the 1990-ies formed several small aircraft operators who had limited material resources and, thus, limited opportunities to solve production problems in a proper way. At present, the majority of the Russian air transportation market belongs to the biggest companies. The share of ten air lines makes over 65% of total passenger transportation market, almost the whole volume of passenger transportation is served by 35 air lines. At the same time, according to the statistics, the number of operators functioning on the Russian market totals 182 companies.
Moreover, over 60% of transportation is implemented by aircrafts designed in the 1960-70-ies. «About 50% of transportation capacity of the main line passenger park is serviced by the vessels which do not correspond to modern international standards in terms of noise level. The problem of air noise is typical of 20 airports and crucial for about three millions of the Russians», Igor Levitin, the RF Transport Minister, states. However, the national air industry has no opportunity to produce the required range of vessels in the next 5-8 years to compensate for the annual retirement of 110-115 aircrafts. Thus, the Federal target programme «Development of civil air equipment in Russia in 2002-2010 and leading up to 2015» envisages the manufacturing of vessels of 11 standard sizes out of the about 50 required by the civil air sector of the country. According to the Ministry of Transport, in 2006 only six aircrafts have been manufactured
out of the ordered 17.
So much for the situation on the national market. However, nowadays on the eve of Russia joining the WTO, a substantial part of transportation belongs to foreign air lines. Thus, according to the Ministry of Transport, the volume of passenger transportation implemented by foreign companies on the Russian market can be compared to that of Aeroflot. When Russia has joined the WTO, all the limits can be cancelled, though now it is an instrument with the help of which Russian authorities protect national air carriers from stronger foreign competitors.
One more problem widely discussed in 2006 is management. At present, instead of a single Ministry of Civil Aviation or State Service of Civil Aviation, the sector is controlled by six different bodies. Opinions have been voiced urging to go back to the former system of unified control; however, so far this issue has not been resolved.
Motor transport: fuel at a good price
Late in October new regulations on import of second-hand cars to Russia came in force. The fundamental target of new regulations introduction is the staged improvement of ecological parameters of imported cars on the territory of Russia. Now, according to the rules, during the customs registration, the car owner is obliged to prove whether the car corresponds to the ecological standards not lower than «Euro-2». If the vehicle does not meet this standard it has to be left abroad or taken to pieces. The basis for the definition of how the car meets the given standards is the certificate of correspondence. Rules are set by the Federal Agency on Technical Regulations and Metrology.
However, the most serious impact on the situation on the motor transport market was made by the anticipatory prices growth on fuel. Thus, according to the statistics, in 2006 fuel prices grew by 11.1% on average, and prices for the most popular АИ-95 petrol by 12%, which exceeds the inflation rate of 9%. Naturally, this situation influences motor complex enterprises negatively.
However, in experts’ opinion, the worst damage is caused to motor transport companies specializing in passenger transportation. At present losses on passenger transportation are covered by the budgets of the RF subjects and municipal bodies. It is inevitable that social carriers suffer losses, since tariffs for passenger transportation are regulated, while fuel prices are not. As a rule, the set ticket cost is lower than the prime cost of transportation; moreover, there are plenty of privileged passengers. As a result, according to the RF Transport Ministry, in Q1 of 2006, the cost share spent on fuel purchase made 24.8% in the general scheme of enterprises expenditures.
The cargo motor transport sector also shows quite a problematic situation. Thus, according to the data of the Association of International Truck Hauliers (ASMAP), the Russian truckers take only one third of the international market of international truck transportation and the share of their profit is even smaller. Analysts believe that the complicated financial situation of motor enterprises was caused by the systematic growth of prices on diesel fuel. At the same time, according to ASMAP, expenditures on fuel are basic (about 40%) in the structure of maintenance costs of the Russian truck hauliers and are twice as high as the analogous result of the EU countries importing oil products.
Sea Transport: in the course of world processes
Russian sea transport in 2006 also had some bright events. One of them is the launch of a ferry line between the ports of Ust-Luga and Baltyisk. The expected cargo turnover of the line will amount to 5.5 mln tons, including the railway component of 3.5 mln tons. The ferry line will operate the «Baltyisk» ferry, which shows parameters unique for Russia: it is capable to transport both rail cars and roll-on machinery. However, the major target of this line launch is setting transport communication with Kaliningrad region. Late in 2006, the ferry line Baltyisk – Mukran (Germany) was launched which aims to shorten the time of cargo delivery and decrease the transport component in the final production cost. The line is expected to function only in motor mode; then after technical and technological works are completed in the German port, the railway-ferry line Ust-Luga – Baltyisk – German ports will operate in corpore. In general, the project is a logical sequence of the Russian infrastructure projects implemented during recent years and directed to provide transport independence for Russia from its neighboring countries.
Also, among the significant events of 2006, the completion of the long awaited atomic ice-breaker «50 years of Victory Day» should be mentioned. In November 2006, two nuclear reactors were launched, till mid-December mooring tests were held and in February 2007 the Baltic sea hosted the new-born vessel. A member of the State Commission confirmed the precise correspondence of the vessel to the national and international standards. It should be reminded that the ice-breaker «50 years of Victory Day» is the biggest vessel of this type in the world. It is a modernized version of the second series of atomic ice-breakers of «Arctic» type. The length of the vessel is 159 m, its width – 30 m, total displacement – 25 thousand tons, speed – 18 hitches. The maximum ice thickness for the ice-breaker is 2.8 m. The vessel is equipped with two atomic energy plants that provide diesel power of 75 thousand i.p.
The situation around the merger of OAO Novoship (Novorossiysk Steamship Line) and OAO Sovcomflot (SCF) aroused great attention. Two biggest shipping companies have been cooperating for many years on numerous projects: from joint purchase to staff retraining. SCF nowadays is the biggest Russian ship-owner in terms of fleet tonnage and «Novoship» is the first Russian company in terms of the number of private shareholders and vessels number (in 2006 the company reached the result of 62 vessels of general deadweight 3.8 mln tons). In case of their merger, a new steamship line can join top-five world tanker companies in terms of fleet deadweight (about 7.7 mln tons) and take the third place in terms of assets cost (up to USD 4 bln).
The idea of these companies merger has existed for six years. Recently it had more enemies than supporters; however, the Boards of the companies have approved the merger scheme according to which Novoship is to become SCF daughter-company, having paid by its state shares the additional emission of the latter.
In October 2006, when, to complete the deal, the RF Transport Ministry had to get the RF Government approval, the RF Ministry of Economic Development and Trade objected to the process, having motivated its objections by the fact that there was neither precise evaluation of the scheme, nor alternative variants of the merger. Also, offers developed by the Ministry of Transport did not contain terms for future privatization by IPO or direct sale. Nevertheless, last year no agreement on either the companies’ level or the RF Government level was reached; it is quite clear that the Russian sea transport develops in the context of world business processes and corresponds to what is going on in the world sea transportation sector.
River transport: not to strand
Last year’s results of the domestic water transport were influenced by the incident when about 250 tankers owned by the biggest Russian river steam line OAO Volgotanker were arrested in 2005. According to experts, this very circumstance made oil cargo river navigation in 2006 unsuccessful.
In some opinions, the loss of traditional for the Russian water transport enterprises oil cargo flow amounted to 6.5 mln tons. For example, oil transportation via the Volga-Baltic route fell by 50% and made 2.7 mln, via the Volga-Don canal – 4.1 mln tons (-1 mln ton compared to 2005 results)
The main reason restricting cargo and passenger transportation by water transport in the European part of Russia is believed to be the poor physical state of domestic water ways and hydro-technical constructions. This causes a great loss of fleet capacity due to the idling and lack of loading and also limits the activities of big tourist liners.
Traditionally problematic areas for the Russian rivers are shallow water on the Volga River from Gorodets to Nizhny Novgorod or the lock of Kochetovsky control structure on the Nizhny Don. However, the problem with Kochetovsky control structure seems to be solved soon. In December 2006 technological tests of the lock were held successfully. This year safety schemes will be tested; after that a new lock-chamber will be put into operation in the testing mode. According to experts, this will double the carrying capacity of the Volga-Don canal.
Last year Russian transport world widely discussed the administrative restructuring of the river sector. Various suggestions for improvement were made. As a result, experts chose the scheme worked out by the Federal Agency of Sea and River Transport. It envisages the launch of Rosrechput (as economical structure) and River Administration which will hold administrative power. This model is believed to be optimal, in particular when Russia joins the WTO and the river transport administrative structure will have to be formed.
Year Tendencies: right direction
Summing up the above, one can come to the conclusion that last year demonstrated several fundamental tendencies in the Russian transport sector development. Firstly, state-and-private partnership is developing, though not very dynamically, but in its own way. As experts note, nowadays this term has to do not just with the organization-legal form, but with a wider spectrum of phenomena. The state defines its responsibility zones for transport infrastructure development in practice (including financial obligations), and business is authorized to function where private undertaking looks more efficient. First of all, this is about the approval of initial projects on Investment Fund financing or the RF Government decision to cover losses suffered during long-distance railway passenger transportation. These facts show that the Russian state realizes its role in transport infrastructure development and is ready to participate in this process actively.
The second tendency is assets consolidation and big transport players launch. Consolidation is an answer to the challenge promoted by the international competition and global economic processes. This tendency is actual for several modes of transport and, as experts note, will continue in future. The third aspect that deserves attention is a faster reaction shown by regulating bodies when the situation on the transport services market was getting worse. On the list is the fast decision made by the Federal Tariff Service on car component increase for cargo transportation by rail cars and gondola cars, when their deficit was discovered in the second half of the year. However, this decision was of an ambiguous sort, the accent here should be laid upon the fact that power structures were trying to solve the problem as soon as possible. Of course, this rule did not work all the time and everywhere. Moreover, problems with issuing normative documents have not been solved yet. Thus, approved in 2006, the International Vessel Register or Regulations of Transport-Forwarding Activities was severely criticized and the whole range of awaited basic documents, such as Law «On sea ports» or amendments to the Law «On special economic zones», were not approved at all.
So much for the results achieved by the Russian transport sector in 2006 which is history now; the new year of 2007 will bring more positive events, especially that the development vector has already been set.
Viewpoint
Vasily Shimokhin, OAO Railways of Yakutia CEO:
– Our company increases transportation volumes annually, consequently, our profits grow as well. Thus, if 2005 resulted in the revenue worth RUR 12 mln, then 2006 – RUR 25 mln. It is clear that on the Russian scale these are not too impressive figures; however, for the company who promotes railway transport in Yakutia they show there is an economic niche for business here.
The most important thing for the Russian transport sector now is, in my opinion, railway transport restructuring, which is unfolding at present. The reform plan looks optimistic. A special thing to emphasize is the solution of passenger transportation problem. We implement passenger transportation on a full-scale: we operate our own cars, railway stations, cashiers, conductors etc. and for many years passenger transportation has been unprofitable. We did our best to find the best way to operate it by expenditures minimization. At last, certain progress can be seen. Within the framework of OAO RZD, the Federal Passenger Directorate was formed. Moreover, the federal budget envisages resources to maintain the passenger complex in 2007. Thus, last year prerequisites for joining Railways of Yakutia with the Federal Passenger Directorate and the launch of the united passenger complex, which would cover the costs at the expense of common subsiding from the federal budget, were obtained.
From major development tendencies observed at the railway transport I would emphasize elements of competition coming into force. It is an obvious tendency for container transportation market: for example, TransContainer competes with enterprises-rolling stock owners. Market relations came to our place as well. For example, when it was necessary we rented a diesel locomotive not from OAO RZD, but from one of the transport companies. Every year competition will be getting stronger and we won’t be able to get rid of it. This is very good, since enterprises falling apart from competition and striving for monopolistic system is a sign of regress.
What about my forecast for the transport sector in 2007? I can only state one thing: we are sure it will develop, as well as the Russian economy in general. The forecasts for 2007 for our enterprise eare very favourable. We expect transportation volumes boost. Firstly, due to pipes delivery (about 300 thousand tons) and also pipe production (machinery, mechanisms etc) to the project of oil pipe-line Eastern Siberia – Pacific Ocean. Secondly, due to transportation of materials (rails, sleepers) to railway construction in the North of Yakutia. According to our forecast, transportation volumes will grow by 15-20% in 2007; consequently, this growth will influence profits, wages etc.
Viewpoint
Pavel Lagov, TransSiberian Intermodal Service, CEO:
– Just like before, in 2006 our company focused on expanding the range of Russian railway and intermodal services on the international transport market. Despite the fall of transit transportation, where TransSiberian Intermodal Service has traditionally taken the leading position, we have managed to keep the first place in the general volume of container transportation among forwarding companies. It was possible to reach due to our high-quality transport services, working principles corresponding to the international transportation standards and the expansion on the intermodal market. Last year the technology of the acting projects was improved, some new projects were launched, new directions of mass transportation were developed, new departments and offices were launched in strategically important regions. A great impact was also made by the improvement of control IT, co-operation with transport bodies and customers and active participation in regional and international exhibitions and conferences.
Unfortunately, the most «significant» event of 2006 was transit tariffs rise. This practically stopped this sort of transportation. The year resulted in a serious drop of aggregate volume, which was even lower than in previous years. Moreover, transit transportation drop caused problems with providing rolling stock, which will make it difficult to return transit flows to the Russian railways, even if competitive rates, including car components and other payments, are set.
The permanent growth of transportation prime cost makes forwarding and operator companies search for resources to provide financial efficiency and organize intermodal routes in such a way as to unite the positive and minimize the negative factors for each participating mode of transport.
It is quite obvious that the main tendencies of the modern world transport system will be acting in 2007. Thus, the role of auxiliary operations and services, which do not form transport business immediately, but significantly influence the transportation process and its cost, is getting more and more important on the international intermodal transport services market. This is, first of all, the correct filling in of cargo documents, information co-operation with cargo owners, carriers etc.
Our reference
Top-10 events for the Russian transport sector of 2006(RZD-Partner rating):
1. Approval of first infrastructure projects supported by the RFvestment Fund.
2. Daughter companies of OAO RZD launch and heated discussions about Freight Company creation.
3. The RF Government decision to subsidize losses from long-distance passenger transportation from the federal budget.
4. The RF Transport Ministry decision to raise railway tariffs on transit transportation on the route Nakhodka – Vostochnaya – Buslovskaya, which practically stops transportation in the sector.
5. Launch of the United Air Construction company.
6. Appointment of Igor Romashev, earlier a businessman and head of one of the most successful private operator companies, as the Head of the Federal Railway Transport Agency.
7. Development by OAO RZD and the Federal Tariff service of the strategy for overcoming the gondola cars deficit.
8. Launch of the ferry line Ust Luga – Baltyisk – ports of Germany.
9. Approval by the RF Transport Ministry of the merger between the two biggest shipping companies – OAO Sovcomflot and OAO Novoship.
10. The Federal Customs Service decision to introduce new cargo customs/transit declaration as of January 1, 2007.
by Olga Gorbunova
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[DETAIL_TEXT] => Infrastructure Projects: Start in Saint-Petersburg
The most significant event for the Russian transport sector in 2006 is believed to be the approval of the first investment projects for transport infrastructure development to be implemented with state support of the Russian Federation Investment Fund. This took long to prepare: the work on selecting and developing projects of state-and-private partnership has continued for two years. At last, in 2006 the implementation of the whole range of large-scaled transport projects started. At the session of the RF Government, 9 investment projects (3 complex infrastructure projects with transport component and 6 transport projects) were approved for support by the RF Investment Fund.
For example, such projects as the high-speed motorway Moscow – Saint-Petersburg, the Orlovsky tunnel under the Neva river in Saint-Petersburg, and a new access to the Moscow ring road for the Federal motorway М-1 «Belarus» Moscow – Minsk were approved. These projects are expected to demonstrate multiple social - economic effects. However, in the first place they are to solve present-day transport problems. Thus, thanks to the Orlovsky tunnel, two parts of Saint-Petersburg will be connected day-and-night, which will increase the time for river transport passing along the Neva River and bring growth of cargo flow for the Volga-Don water route. The motorway Krasnodar – Abinsk – Kabardinka will allow to take transit traffic out of Krasnodar city.
One of most famous projects is the construction of the Western Speed Diameter (WSD) in Saint-Petersburg. It aims at the construction of a high-speed motorway to provide motor passenger and cargo transportation on the highly loaded directions between the southern, the central and the northern districts of Saint-Petersburg and join the transport junctions of the city, including Saint-Petersburg Sea Port, to the net of the federal motorways of the country with accesses to Baltic countries, Scandinavia and Russian regions. The length of WSD will make 46.4 km, the number of ways will amount to 6-8, while the number of road junctions to 14. The expected number of road users in 2010 will amount to 105 thousand of motor cars per day.
By now the tender on concession agreement has been launched: it envisages designing, construction, financing and using the WSD. This tender will result in concluding a contract on construction and further exploitation of the motorway with the company-winner for the term of 30 years. This agreement is to be concluded by July 30, 2007. The cost of motorway construction totals RUR 83 bln. Half of this sum will be given by concessionaire, one third – by the RF Investment Fund, the rest will be financed from the city budget of Saint-Petersburg.
Railways: focus on reform
Railway transport saw the year 2006 in by launching the third stage of restructuring. It should be reminded that the reform unfolds in accordance with the programme approved by the RF Government and in cooperation with the federal bodies of executive power, the RF Federal Assembly and public organizations. In 2006 five decrees and one resolution about the reform were approved. One of the most important approved documents was the Plan of arrangements on the restructuring programme implementation in 2006-2010. Another significant direction was the launch of OAO RZD subsidiaries and affiliates. Thus, OAO TransContainer and OAO Refservice were launched and started to provide services on specialized cargo transportation. On the initial stage they function as rolling stock operators.
OAO TransContainer started operating on July 1, 2006. The company operates the largest in the country containers and fitting platforms park. It also was given 47 container terminals on the railway net, 17 thousand of platforms and tens of thousand containers. According to experts, at present TransContainer plays the most significant role in the development of the Russian container transportation market.
For long-distance passenger transportation, the Programme of restructuring envisages the launch of the Federal Passenger Company on the basis of the OAO RZD passenger department property complex. It will be formed according to the model of the Federal Passenger Directorate launched in 2006, and it is to become the base where financial, organizational and other mechanisms of the company’s long-distance passenger transportation will be tested. Moreover, the process of restructuring of the suburban passenger transportation complex is being carried on. Suburban passenger companies have been launched in each region of Russia. Together with the subjects of the Federation, ten suburban passenger companies have already been formed, six of them in 2006. All in all, about 40 subsidiaries and affiliates of OAO RZD and joint ventures are to be launched.
Today passenger transportation is unprofitable for OAO RZD. Losses are covered by the cross-subsiding mechanism when passenger transportation is subsidized by cargo transportation. In 2006, for the first time, steps to solve this problem were taken and now it is planned that in 2007 losses will be compensated from the federal budget. Speaking of suburban transportation, Igor Levitin, RF Transport Minister, clarified that the Ministry of Transport will consider the mechanism of losses compensation for this sort of transportation as well.
However, 2006 was not only focusing on restructuring. Thus, early in 2006 container transportation along the TransSiberian route practically stopped. Transit volumes dropped in 2005 when, due to delay in the arrival of platforms at Nakhodka – Buslovskaya station, cargo started to be held-up. Part of the cargo flow was taken by ocean shipping companies who offered cheaper rates. However, the last drop was the rise of railway tariffs for transit transportation along the TransSib, which occurred on January 1, 2006. On average, tariffs increased by 30% for loaded containers and three – or fourfold for empty ones. This had a negative impact, since transportation along the route became unprofitable and the container flow switched to sea transport.
Efforts to change the situation for the better were consistently made during 2006. As a result, it was a success: in January 2007 the RF Transport Ministry issued three bills about the introduction of a decreasing coefficient for cargo transit transportation. Orders on setting the unified rate for cargo transportation in private containers and platforms by containerized trains were signed. This concerned basic transit directions via the Far East ports and border check-points Zabaykalsk, Grodekovo, Naushki and Dostyk. Now rates for 40ft container transportation are as follows: USD 900 for a loaded container westbound, USD 600 – for a loaded container and USD 400 – for an empty container eastbound. Moreover, for the first time, these documents formulated a complex attitude to setting transit tariffs that envisaged container cargo flows coming in both via Far East ports and border check-points.
Most container business players hope these steps can turn Russian container routes into competitive lines compared to ocean transportation. In particular, some experts note that, considering the inflation level, tariffs for container transportation in 2007 should have increased by 15-20%, but, due to the new approach, they will decrease compared to last year rates. However, it is also noted that contracts concluding is only underway now and the majority of cargo flow has already left for sea, thus, the TransSib can see only an insignificant volume.
Air transport: on the way to consolidation
The key event for air transport last year was the launch of United Air Construction company which absorbed the key assets of the sector. The Charter of the company registered early in November includes several plants, leasing companies and construction bureaus – Sukhoi, Aviaexport, Ilyshin, Sokol, Tupolev, Komsomolsk-on-Amur air enterprise named after Y.А. Gagarin etc. The aim of this company launch is to consolidate separated assets for targeted work on priority projects, as well as to strengthen the joint financial potential.
Not long before this, the air line Pulkovo joined the State Transport Company Russia, which resulted in the arrival of a second largest after Aeroflot carrier on the market. At the same time Aeroflot, Dalavia and Sakhalin Airlines made a decision on joining their efforts in the Far East Federal District to launch a big competitive air carrier operating flights in regional and main-line directions by modern vessels. Earlier, in June 2006, Krasnoyarsk Airlines managed to implement the idea of launching an Air Union on the basis of Domodedovo Airlines, Omskavia, Samara and SibAviaTrans.
The necessity of radical changes was obvious a long time ago. Fragmented assets in the 1990-ies, lack of co-ordination in air construction and air carrying activities, and absence of a well-defined state policy resulted in the situation when during the post-reform period Russia constructed only one new type of aircraft – Ту204/214, which started to be designed in the Soviet era. Privatisation in the civil air sector in the first half of the 1990-ies formed several small aircraft operators who had limited material resources and, thus, limited opportunities to solve production problems in a proper way. At present, the majority of the Russian air transportation market belongs to the biggest companies. The share of ten air lines makes over 65% of total passenger transportation market, almost the whole volume of passenger transportation is served by 35 air lines. At the same time, according to the statistics, the number of operators functioning on the Russian market totals 182 companies.
Moreover, over 60% of transportation is implemented by aircrafts designed in the 1960-70-ies. «About 50% of transportation capacity of the main line passenger park is serviced by the vessels which do not correspond to modern international standards in terms of noise level. The problem of air noise is typical of 20 airports and crucial for about three millions of the Russians», Igor Levitin, the RF Transport Minister, states. However, the national air industry has no opportunity to produce the required range of vessels in the next 5-8 years to compensate for the annual retirement of 110-115 aircrafts. Thus, the Federal target programme «Development of civil air equipment in Russia in 2002-2010 and leading up to 2015» envisages the manufacturing of vessels of 11 standard sizes out of the about 50 required by the civil air sector of the country. According to the Ministry of Transport, in 2006 only six aircrafts have been manufactured
out of the ordered 17.
So much for the situation on the national market. However, nowadays on the eve of Russia joining the WTO, a substantial part of transportation belongs to foreign air lines. Thus, according to the Ministry of Transport, the volume of passenger transportation implemented by foreign companies on the Russian market can be compared to that of Aeroflot. When Russia has joined the WTO, all the limits can be cancelled, though now it is an instrument with the help of which Russian authorities protect national air carriers from stronger foreign competitors.
One more problem widely discussed in 2006 is management. At present, instead of a single Ministry of Civil Aviation or State Service of Civil Aviation, the sector is controlled by six different bodies. Opinions have been voiced urging to go back to the former system of unified control; however, so far this issue has not been resolved.
Motor transport: fuel at a good price
Late in October new regulations on import of second-hand cars to Russia came in force. The fundamental target of new regulations introduction is the staged improvement of ecological parameters of imported cars on the territory of Russia. Now, according to the rules, during the customs registration, the car owner is obliged to prove whether the car corresponds to the ecological standards not lower than «Euro-2». If the vehicle does not meet this standard it has to be left abroad or taken to pieces. The basis for the definition of how the car meets the given standards is the certificate of correspondence. Rules are set by the Federal Agency on Technical Regulations and Metrology.
However, the most serious impact on the situation on the motor transport market was made by the anticipatory prices growth on fuel. Thus, according to the statistics, in 2006 fuel prices grew by 11.1% on average, and prices for the most popular АИ-95 petrol by 12%, which exceeds the inflation rate of 9%. Naturally, this situation influences motor complex enterprises negatively.
However, in experts’ opinion, the worst damage is caused to motor transport companies specializing in passenger transportation. At present losses on passenger transportation are covered by the budgets of the RF subjects and municipal bodies. It is inevitable that social carriers suffer losses, since tariffs for passenger transportation are regulated, while fuel prices are not. As a rule, the set ticket cost is lower than the prime cost of transportation; moreover, there are plenty of privileged passengers. As a result, according to the RF Transport Ministry, in Q1 of 2006, the cost share spent on fuel purchase made 24.8% in the general scheme of enterprises expenditures.
The cargo motor transport sector also shows quite a problematic situation. Thus, according to the data of the Association of International Truck Hauliers (ASMAP), the Russian truckers take only one third of the international market of international truck transportation and the share of their profit is even smaller. Analysts believe that the complicated financial situation of motor enterprises was caused by the systematic growth of prices on diesel fuel. At the same time, according to ASMAP, expenditures on fuel are basic (about 40%) in the structure of maintenance costs of the Russian truck hauliers and are twice as high as the analogous result of the EU countries importing oil products.
Sea Transport: in the course of world processes
Russian sea transport in 2006 also had some bright events. One of them is the launch of a ferry line between the ports of Ust-Luga and Baltyisk. The expected cargo turnover of the line will amount to 5.5 mln tons, including the railway component of 3.5 mln tons. The ferry line will operate the «Baltyisk» ferry, which shows parameters unique for Russia: it is capable to transport both rail cars and roll-on machinery. However, the major target of this line launch is setting transport communication with Kaliningrad region. Late in 2006, the ferry line Baltyisk – Mukran (Germany) was launched which aims to shorten the time of cargo delivery and decrease the transport component in the final production cost. The line is expected to function only in motor mode; then after technical and technological works are completed in the German port, the railway-ferry line Ust-Luga – Baltyisk – German ports will operate in corpore. In general, the project is a logical sequence of the Russian infrastructure projects implemented during recent years and directed to provide transport independence for Russia from its neighboring countries.
Also, among the significant events of 2006, the completion of the long awaited atomic ice-breaker «50 years of Victory Day» should be mentioned. In November 2006, two nuclear reactors were launched, till mid-December mooring tests were held and in February 2007 the Baltic sea hosted the new-born vessel. A member of the State Commission confirmed the precise correspondence of the vessel to the national and international standards. It should be reminded that the ice-breaker «50 years of Victory Day» is the biggest vessel of this type in the world. It is a modernized version of the second series of atomic ice-breakers of «Arctic» type. The length of the vessel is 159 m, its width – 30 m, total displacement – 25 thousand tons, speed – 18 hitches. The maximum ice thickness for the ice-breaker is 2.8 m. The vessel is equipped with two atomic energy plants that provide diesel power of 75 thousand i.p.
The situation around the merger of OAO Novoship (Novorossiysk Steamship Line) and OAO Sovcomflot (SCF) aroused great attention. Two biggest shipping companies have been cooperating for many years on numerous projects: from joint purchase to staff retraining. SCF nowadays is the biggest Russian ship-owner in terms of fleet tonnage and «Novoship» is the first Russian company in terms of the number of private shareholders and vessels number (in 2006 the company reached the result of 62 vessels of general deadweight 3.8 mln tons). In case of their merger, a new steamship line can join top-five world tanker companies in terms of fleet deadweight (about 7.7 mln tons) and take the third place in terms of assets cost (up to USD 4 bln).
The idea of these companies merger has existed for six years. Recently it had more enemies than supporters; however, the Boards of the companies have approved the merger scheme according to which Novoship is to become SCF daughter-company, having paid by its state shares the additional emission of the latter.
In October 2006, when, to complete the deal, the RF Transport Ministry had to get the RF Government approval, the RF Ministry of Economic Development and Trade objected to the process, having motivated its objections by the fact that there was neither precise evaluation of the scheme, nor alternative variants of the merger. Also, offers developed by the Ministry of Transport did not contain terms for future privatization by IPO or direct sale. Nevertheless, last year no agreement on either the companies’ level or the RF Government level was reached; it is quite clear that the Russian sea transport develops in the context of world business processes and corresponds to what is going on in the world sea transportation sector.
River transport: not to strand
Last year’s results of the domestic water transport were influenced by the incident when about 250 tankers owned by the biggest Russian river steam line OAO Volgotanker were arrested in 2005. According to experts, this very circumstance made oil cargo river navigation in 2006 unsuccessful.
In some opinions, the loss of traditional for the Russian water transport enterprises oil cargo flow amounted to 6.5 mln tons. For example, oil transportation via the Volga-Baltic route fell by 50% and made 2.7 mln, via the Volga-Don canal – 4.1 mln tons (-1 mln ton compared to 2005 results)
The main reason restricting cargo and passenger transportation by water transport in the European part of Russia is believed to be the poor physical state of domestic water ways and hydro-technical constructions. This causes a great loss of fleet capacity due to the idling and lack of loading and also limits the activities of big tourist liners.
Traditionally problematic areas for the Russian rivers are shallow water on the Volga River from Gorodets to Nizhny Novgorod or the lock of Kochetovsky control structure on the Nizhny Don. However, the problem with Kochetovsky control structure seems to be solved soon. In December 2006 technological tests of the lock were held successfully. This year safety schemes will be tested; after that a new lock-chamber will be put into operation in the testing mode. According to experts, this will double the carrying capacity of the Volga-Don canal.
Last year Russian transport world widely discussed the administrative restructuring of the river sector. Various suggestions for improvement were made. As a result, experts chose the scheme worked out by the Federal Agency of Sea and River Transport. It envisages the launch of Rosrechput (as economical structure) and River Administration which will hold administrative power. This model is believed to be optimal, in particular when Russia joins the WTO and the river transport administrative structure will have to be formed.
Year Tendencies: right direction
Summing up the above, one can come to the conclusion that last year demonstrated several fundamental tendencies in the Russian transport sector development. Firstly, state-and-private partnership is developing, though not very dynamically, but in its own way. As experts note, nowadays this term has to do not just with the organization-legal form, but with a wider spectrum of phenomena. The state defines its responsibility zones for transport infrastructure development in practice (including financial obligations), and business is authorized to function where private undertaking looks more efficient. First of all, this is about the approval of initial projects on Investment Fund financing or the RF Government decision to cover losses suffered during long-distance railway passenger transportation. These facts show that the Russian state realizes its role in transport infrastructure development and is ready to participate in this process actively.
The second tendency is assets consolidation and big transport players launch. Consolidation is an answer to the challenge promoted by the international competition and global economic processes. This tendency is actual for several modes of transport and, as experts note, will continue in future. The third aspect that deserves attention is a faster reaction shown by regulating bodies when the situation on the transport services market was getting worse. On the list is the fast decision made by the Federal Tariff Service on car component increase for cargo transportation by rail cars and gondola cars, when their deficit was discovered in the second half of the year. However, this decision was of an ambiguous sort, the accent here should be laid upon the fact that power structures were trying to solve the problem as soon as possible. Of course, this rule did not work all the time and everywhere. Moreover, problems with issuing normative documents have not been solved yet. Thus, approved in 2006, the International Vessel Register or Regulations of Transport-Forwarding Activities was severely criticized and the whole range of awaited basic documents, such as Law «On sea ports» or amendments to the Law «On special economic zones», were not approved at all.
So much for the results achieved by the Russian transport sector in 2006 which is history now; the new year of 2007 will bring more positive events, especially that the development vector has already been set.
Viewpoint
Vasily Shimokhin, OAO Railways of Yakutia CEO:
– Our company increases transportation volumes annually, consequently, our profits grow as well. Thus, if 2005 resulted in the revenue worth RUR 12 mln, then 2006 – RUR 25 mln. It is clear that on the Russian scale these are not too impressive figures; however, for the company who promotes railway transport in Yakutia they show there is an economic niche for business here.
The most important thing for the Russian transport sector now is, in my opinion, railway transport restructuring, which is unfolding at present. The reform plan looks optimistic. A special thing to emphasize is the solution of passenger transportation problem. We implement passenger transportation on a full-scale: we operate our own cars, railway stations, cashiers, conductors etc. and for many years passenger transportation has been unprofitable. We did our best to find the best way to operate it by expenditures minimization. At last, certain progress can be seen. Within the framework of OAO RZD, the Federal Passenger Directorate was formed. Moreover, the federal budget envisages resources to maintain the passenger complex in 2007. Thus, last year prerequisites for joining Railways of Yakutia with the Federal Passenger Directorate and the launch of the united passenger complex, which would cover the costs at the expense of common subsiding from the federal budget, were obtained.
From major development tendencies observed at the railway transport I would emphasize elements of competition coming into force. It is an obvious tendency for container transportation market: for example, TransContainer competes with enterprises-rolling stock owners. Market relations came to our place as well. For example, when it was necessary we rented a diesel locomotive not from OAO RZD, but from one of the transport companies. Every year competition will be getting stronger and we won’t be able to get rid of it. This is very good, since enterprises falling apart from competition and striving for monopolistic system is a sign of regress.
What about my forecast for the transport sector in 2007? I can only state one thing: we are sure it will develop, as well as the Russian economy in general. The forecasts for 2007 for our enterprise eare very favourable. We expect transportation volumes boost. Firstly, due to pipes delivery (about 300 thousand tons) and also pipe production (machinery, mechanisms etc) to the project of oil pipe-line Eastern Siberia – Pacific Ocean. Secondly, due to transportation of materials (rails, sleepers) to railway construction in the North of Yakutia. According to our forecast, transportation volumes will grow by 15-20% in 2007; consequently, this growth will influence profits, wages etc.
Viewpoint
Pavel Lagov, TransSiberian Intermodal Service, CEO:
– Just like before, in 2006 our company focused on expanding the range of Russian railway and intermodal services on the international transport market. Despite the fall of transit transportation, where TransSiberian Intermodal Service has traditionally taken the leading position, we have managed to keep the first place in the general volume of container transportation among forwarding companies. It was possible to reach due to our high-quality transport services, working principles corresponding to the international transportation standards and the expansion on the intermodal market. Last year the technology of the acting projects was improved, some new projects were launched, new directions of mass transportation were developed, new departments and offices were launched in strategically important regions. A great impact was also made by the improvement of control IT, co-operation with transport bodies and customers and active participation in regional and international exhibitions and conferences.
Unfortunately, the most «significant» event of 2006 was transit tariffs rise. This practically stopped this sort of transportation. The year resulted in a serious drop of aggregate volume, which was even lower than in previous years. Moreover, transit transportation drop caused problems with providing rolling stock, which will make it difficult to return transit flows to the Russian railways, even if competitive rates, including car components and other payments, are set.
The permanent growth of transportation prime cost makes forwarding and operator companies search for resources to provide financial efficiency and organize intermodal routes in such a way as to unite the positive and minimize the negative factors for each participating mode of transport.
It is quite obvious that the main tendencies of the modern world transport system will be acting in 2007. Thus, the role of auxiliary operations and services, which do not form transport business immediately, but significantly influence the transportation process and its cost, is getting more and more important on the international intermodal transport services market. This is, first of all, the correct filling in of cargo documents, information co-operation with cargo owners, carriers etc.
Our reference
Top-10 events for the Russian transport sector of 2006(RZD-Partner rating):
1. Approval of first infrastructure projects supported by the RFvestment Fund.
2. Daughter companies of OAO RZD launch and heated discussions about Freight Company creation.
3. The RF Government decision to subsidize losses from long-distance passenger transportation from the federal budget.
4. The RF Transport Ministry decision to raise railway tariffs on transit transportation on the route Nakhodka – Vostochnaya – Buslovskaya, which practically stops transportation in the sector.
5. Launch of the United Air Construction company.
6. Appointment of Igor Romashev, earlier a businessman and head of one of the most successful private operator companies, as the Head of the Federal Railway Transport Agency.
7. Development by OAO RZD and the Federal Tariff service of the strategy for overcoming the gondola cars deficit.
8. Launch of the ferry line Ust Luga – Baltyisk – ports of Germany.
9. Approval by the RF Transport Ministry of the merger between the two biggest shipping companies – OAO Sovcomflot and OAO Novoship.
10. The Federal Customs Service decision to introduce new cargo customs/transit declaration as of January 1, 2007.
by Olga Gorbunova
[~DETAIL_TEXT] => Infrastructure Projects: Start in Saint-Petersburg
The most significant event for the Russian transport sector in 2006 is believed to be the approval of the first investment projects for transport infrastructure development to be implemented with state support of the Russian Federation Investment Fund. This took long to prepare: the work on selecting and developing projects of state-and-private partnership has continued for two years. At last, in 2006 the implementation of the whole range of large-scaled transport projects started. At the session of the RF Government, 9 investment projects (3 complex infrastructure projects with transport component and 6 transport projects) were approved for support by the RF Investment Fund.
For example, such projects as the high-speed motorway Moscow – Saint-Petersburg, the Orlovsky tunnel under the Neva river in Saint-Petersburg, and a new access to the Moscow ring road for the Federal motorway М-1 «Belarus» Moscow – Minsk were approved. These projects are expected to demonstrate multiple social - economic effects. However, in the first place they are to solve present-day transport problems. Thus, thanks to the Orlovsky tunnel, two parts of Saint-Petersburg will be connected day-and-night, which will increase the time for river transport passing along the Neva River and bring growth of cargo flow for the Volga-Don water route. The motorway Krasnodar – Abinsk – Kabardinka will allow to take transit traffic out of Krasnodar city.
One of most famous projects is the construction of the Western Speed Diameter (WSD) in Saint-Petersburg. It aims at the construction of a high-speed motorway to provide motor passenger and cargo transportation on the highly loaded directions between the southern, the central and the northern districts of Saint-Petersburg and join the transport junctions of the city, including Saint-Petersburg Sea Port, to the net of the federal motorways of the country with accesses to Baltic countries, Scandinavia and Russian regions. The length of WSD will make 46.4 km, the number of ways will amount to 6-8, while the number of road junctions to 14. The expected number of road users in 2010 will amount to 105 thousand of motor cars per day.
By now the tender on concession agreement has been launched: it envisages designing, construction, financing and using the WSD. This tender will result in concluding a contract on construction and further exploitation of the motorway with the company-winner for the term of 30 years. This agreement is to be concluded by July 30, 2007. The cost of motorway construction totals RUR 83 bln. Half of this sum will be given by concessionaire, one third – by the RF Investment Fund, the rest will be financed from the city budget of Saint-Petersburg.
Railways: focus on reform
Railway transport saw the year 2006 in by launching the third stage of restructuring. It should be reminded that the reform unfolds in accordance with the programme approved by the RF Government and in cooperation with the federal bodies of executive power, the RF Federal Assembly and public organizations. In 2006 five decrees and one resolution about the reform were approved. One of the most important approved documents was the Plan of arrangements on the restructuring programme implementation in 2006-2010. Another significant direction was the launch of OAO RZD subsidiaries and affiliates. Thus, OAO TransContainer and OAO Refservice were launched and started to provide services on specialized cargo transportation. On the initial stage they function as rolling stock operators.
OAO TransContainer started operating on July 1, 2006. The company operates the largest in the country containers and fitting platforms park. It also was given 47 container terminals on the railway net, 17 thousand of platforms and tens of thousand containers. According to experts, at present TransContainer plays the most significant role in the development of the Russian container transportation market.
For long-distance passenger transportation, the Programme of restructuring envisages the launch of the Federal Passenger Company on the basis of the OAO RZD passenger department property complex. It will be formed according to the model of the Federal Passenger Directorate launched in 2006, and it is to become the base where financial, organizational and other mechanisms of the company’s long-distance passenger transportation will be tested. Moreover, the process of restructuring of the suburban passenger transportation complex is being carried on. Suburban passenger companies have been launched in each region of Russia. Together with the subjects of the Federation, ten suburban passenger companies have already been formed, six of them in 2006. All in all, about 40 subsidiaries and affiliates of OAO RZD and joint ventures are to be launched.
Today passenger transportation is unprofitable for OAO RZD. Losses are covered by the cross-subsiding mechanism when passenger transportation is subsidized by cargo transportation. In 2006, for the first time, steps to solve this problem were taken and now it is planned that in 2007 losses will be compensated from the federal budget. Speaking of suburban transportation, Igor Levitin, RF Transport Minister, clarified that the Ministry of Transport will consider the mechanism of losses compensation for this sort of transportation as well.
However, 2006 was not only focusing on restructuring. Thus, early in 2006 container transportation along the TransSiberian route practically stopped. Transit volumes dropped in 2005 when, due to delay in the arrival of platforms at Nakhodka – Buslovskaya station, cargo started to be held-up. Part of the cargo flow was taken by ocean shipping companies who offered cheaper rates. However, the last drop was the rise of railway tariffs for transit transportation along the TransSib, which occurred on January 1, 2006. On average, tariffs increased by 30% for loaded containers and three – or fourfold for empty ones. This had a negative impact, since transportation along the route became unprofitable and the container flow switched to sea transport.
Efforts to change the situation for the better were consistently made during 2006. As a result, it was a success: in January 2007 the RF Transport Ministry issued three bills about the introduction of a decreasing coefficient for cargo transit transportation. Orders on setting the unified rate for cargo transportation in private containers and platforms by containerized trains were signed. This concerned basic transit directions via the Far East ports and border check-points Zabaykalsk, Grodekovo, Naushki and Dostyk. Now rates for 40ft container transportation are as follows: USD 900 for a loaded container westbound, USD 600 – for a loaded container and USD 400 – for an empty container eastbound. Moreover, for the first time, these documents formulated a complex attitude to setting transit tariffs that envisaged container cargo flows coming in both via Far East ports and border check-points.
Most container business players hope these steps can turn Russian container routes into competitive lines compared to ocean transportation. In particular, some experts note that, considering the inflation level, tariffs for container transportation in 2007 should have increased by 15-20%, but, due to the new approach, they will decrease compared to last year rates. However, it is also noted that contracts concluding is only underway now and the majority of cargo flow has already left for sea, thus, the TransSib can see only an insignificant volume.
Air transport: on the way to consolidation
The key event for air transport last year was the launch of United Air Construction company which absorbed the key assets of the sector. The Charter of the company registered early in November includes several plants, leasing companies and construction bureaus – Sukhoi, Aviaexport, Ilyshin, Sokol, Tupolev, Komsomolsk-on-Amur air enterprise named after Y.А. Gagarin etc. The aim of this company launch is to consolidate separated assets for targeted work on priority projects, as well as to strengthen the joint financial potential.
Not long before this, the air line Pulkovo joined the State Transport Company Russia, which resulted in the arrival of a second largest after Aeroflot carrier on the market. At the same time Aeroflot, Dalavia and Sakhalin Airlines made a decision on joining their efforts in the Far East Federal District to launch a big competitive air carrier operating flights in regional and main-line directions by modern vessels. Earlier, in June 2006, Krasnoyarsk Airlines managed to implement the idea of launching an Air Union on the basis of Domodedovo Airlines, Omskavia, Samara and SibAviaTrans.
The necessity of radical changes was obvious a long time ago. Fragmented assets in the 1990-ies, lack of co-ordination in air construction and air carrying activities, and absence of a well-defined state policy resulted in the situation when during the post-reform period Russia constructed only one new type of aircraft – Ту204/214, which started to be designed in the Soviet era. Privatisation in the civil air sector in the first half of the 1990-ies formed several small aircraft operators who had limited material resources and, thus, limited opportunities to solve production problems in a proper way. At present, the majority of the Russian air transportation market belongs to the biggest companies. The share of ten air lines makes over 65% of total passenger transportation market, almost the whole volume of passenger transportation is served by 35 air lines. At the same time, according to the statistics, the number of operators functioning on the Russian market totals 182 companies.
Moreover, over 60% of transportation is implemented by aircrafts designed in the 1960-70-ies. «About 50% of transportation capacity of the main line passenger park is serviced by the vessels which do not correspond to modern international standards in terms of noise level. The problem of air noise is typical of 20 airports and crucial for about three millions of the Russians», Igor Levitin, the RF Transport Minister, states. However, the national air industry has no opportunity to produce the required range of vessels in the next 5-8 years to compensate for the annual retirement of 110-115 aircrafts. Thus, the Federal target programme «Development of civil air equipment in Russia in 2002-2010 and leading up to 2015» envisages the manufacturing of vessels of 11 standard sizes out of the about 50 required by the civil air sector of the country. According to the Ministry of Transport, in 2006 only six aircrafts have been manufactured
out of the ordered 17.
So much for the situation on the national market. However, nowadays on the eve of Russia joining the WTO, a substantial part of transportation belongs to foreign air lines. Thus, according to the Ministry of Transport, the volume of passenger transportation implemented by foreign companies on the Russian market can be compared to that of Aeroflot. When Russia has joined the WTO, all the limits can be cancelled, though now it is an instrument with the help of which Russian authorities protect national air carriers from stronger foreign competitors.
One more problem widely discussed in 2006 is management. At present, instead of a single Ministry of Civil Aviation or State Service of Civil Aviation, the sector is controlled by six different bodies. Opinions have been voiced urging to go back to the former system of unified control; however, so far this issue has not been resolved.
Motor transport: fuel at a good price
Late in October new regulations on import of second-hand cars to Russia came in force. The fundamental target of new regulations introduction is the staged improvement of ecological parameters of imported cars on the territory of Russia. Now, according to the rules, during the customs registration, the car owner is obliged to prove whether the car corresponds to the ecological standards not lower than «Euro-2». If the vehicle does not meet this standard it has to be left abroad or taken to pieces. The basis for the definition of how the car meets the given standards is the certificate of correspondence. Rules are set by the Federal Agency on Technical Regulations and Metrology.
However, the most serious impact on the situation on the motor transport market was made by the anticipatory prices growth on fuel. Thus, according to the statistics, in 2006 fuel prices grew by 11.1% on average, and prices for the most popular АИ-95 petrol by 12%, which exceeds the inflation rate of 9%. Naturally, this situation influences motor complex enterprises negatively.
However, in experts’ opinion, the worst damage is caused to motor transport companies specializing in passenger transportation. At present losses on passenger transportation are covered by the budgets of the RF subjects and municipal bodies. It is inevitable that social carriers suffer losses, since tariffs for passenger transportation are regulated, while fuel prices are not. As a rule, the set ticket cost is lower than the prime cost of transportation; moreover, there are plenty of privileged passengers. As a result, according to the RF Transport Ministry, in Q1 of 2006, the cost share spent on fuel purchase made 24.8% in the general scheme of enterprises expenditures.
The cargo motor transport sector also shows quite a problematic situation. Thus, according to the data of the Association of International Truck Hauliers (ASMAP), the Russian truckers take only one third of the international market of international truck transportation and the share of their profit is even smaller. Analysts believe that the complicated financial situation of motor enterprises was caused by the systematic growth of prices on diesel fuel. At the same time, according to ASMAP, expenditures on fuel are basic (about 40%) in the structure of maintenance costs of the Russian truck hauliers and are twice as high as the analogous result of the EU countries importing oil products.
Sea Transport: in the course of world processes
Russian sea transport in 2006 also had some bright events. One of them is the launch of a ferry line between the ports of Ust-Luga and Baltyisk. The expected cargo turnover of the line will amount to 5.5 mln tons, including the railway component of 3.5 mln tons. The ferry line will operate the «Baltyisk» ferry, which shows parameters unique for Russia: it is capable to transport both rail cars and roll-on machinery. However, the major target of this line launch is setting transport communication with Kaliningrad region. Late in 2006, the ferry line Baltyisk – Mukran (Germany) was launched which aims to shorten the time of cargo delivery and decrease the transport component in the final production cost. The line is expected to function only in motor mode; then after technical and technological works are completed in the German port, the railway-ferry line Ust-Luga – Baltyisk – German ports will operate in corpore. In general, the project is a logical sequence of the Russian infrastructure projects implemented during recent years and directed to provide transport independence for Russia from its neighboring countries.
Also, among the significant events of 2006, the completion of the long awaited atomic ice-breaker «50 years of Victory Day» should be mentioned. In November 2006, two nuclear reactors were launched, till mid-December mooring tests were held and in February 2007 the Baltic sea hosted the new-born vessel. A member of the State Commission confirmed the precise correspondence of the vessel to the national and international standards. It should be reminded that the ice-breaker «50 years of Victory Day» is the biggest vessel of this type in the world. It is a modernized version of the second series of atomic ice-breakers of «Arctic» type. The length of the vessel is 159 m, its width – 30 m, total displacement – 25 thousand tons, speed – 18 hitches. The maximum ice thickness for the ice-breaker is 2.8 m. The vessel is equipped with two atomic energy plants that provide diesel power of 75 thousand i.p.
The situation around the merger of OAO Novoship (Novorossiysk Steamship Line) and OAO Sovcomflot (SCF) aroused great attention. Two biggest shipping companies have been cooperating for many years on numerous projects: from joint purchase to staff retraining. SCF nowadays is the biggest Russian ship-owner in terms of fleet tonnage and «Novoship» is the first Russian company in terms of the number of private shareholders and vessels number (in 2006 the company reached the result of 62 vessels of general deadweight 3.8 mln tons). In case of their merger, a new steamship line can join top-five world tanker companies in terms of fleet deadweight (about 7.7 mln tons) and take the third place in terms of assets cost (up to USD 4 bln).
The idea of these companies merger has existed for six years. Recently it had more enemies than supporters; however, the Boards of the companies have approved the merger scheme according to which Novoship is to become SCF daughter-company, having paid by its state shares the additional emission of the latter.
In October 2006, when, to complete the deal, the RF Transport Ministry had to get the RF Government approval, the RF Ministry of Economic Development and Trade objected to the process, having motivated its objections by the fact that there was neither precise evaluation of the scheme, nor alternative variants of the merger. Also, offers developed by the Ministry of Transport did not contain terms for future privatization by IPO or direct sale. Nevertheless, last year no agreement on either the companies’ level or the RF Government level was reached; it is quite clear that the Russian sea transport develops in the context of world business processes and corresponds to what is going on in the world sea transportation sector.
River transport: not to strand
Last year’s results of the domestic water transport were influenced by the incident when about 250 tankers owned by the biggest Russian river steam line OAO Volgotanker were arrested in 2005. According to experts, this very circumstance made oil cargo river navigation in 2006 unsuccessful.
In some opinions, the loss of traditional for the Russian water transport enterprises oil cargo flow amounted to 6.5 mln tons. For example, oil transportation via the Volga-Baltic route fell by 50% and made 2.7 mln, via the Volga-Don canal – 4.1 mln tons (-1 mln ton compared to 2005 results)
The main reason restricting cargo and passenger transportation by water transport in the European part of Russia is believed to be the poor physical state of domestic water ways and hydro-technical constructions. This causes a great loss of fleet capacity due to the idling and lack of loading and also limits the activities of big tourist liners.
Traditionally problematic areas for the Russian rivers are shallow water on the Volga River from Gorodets to Nizhny Novgorod or the lock of Kochetovsky control structure on the Nizhny Don. However, the problem with Kochetovsky control structure seems to be solved soon. In December 2006 technological tests of the lock were held successfully. This year safety schemes will be tested; after that a new lock-chamber will be put into operation in the testing mode. According to experts, this will double the carrying capacity of the Volga-Don canal.
Last year Russian transport world widely discussed the administrative restructuring of the river sector. Various suggestions for improvement were made. As a result, experts chose the scheme worked out by the Federal Agency of Sea and River Transport. It envisages the launch of Rosrechput (as economical structure) and River Administration which will hold administrative power. This model is believed to be optimal, in particular when Russia joins the WTO and the river transport administrative structure will have to be formed.
Year Tendencies: right direction
Summing up the above, one can come to the conclusion that last year demonstrated several fundamental tendencies in the Russian transport sector development. Firstly, state-and-private partnership is developing, though not very dynamically, but in its own way. As experts note, nowadays this term has to do not just with the organization-legal form, but with a wider spectrum of phenomena. The state defines its responsibility zones for transport infrastructure development in practice (including financial obligations), and business is authorized to function where private undertaking looks more efficient. First of all, this is about the approval of initial projects on Investment Fund financing or the RF Government decision to cover losses suffered during long-distance railway passenger transportation. These facts show that the Russian state realizes its role in transport infrastructure development and is ready to participate in this process actively.
The second tendency is assets consolidation and big transport players launch. Consolidation is an answer to the challenge promoted by the international competition and global economic processes. This tendency is actual for several modes of transport and, as experts note, will continue in future. The third aspect that deserves attention is a faster reaction shown by regulating bodies when the situation on the transport services market was getting worse. On the list is the fast decision made by the Federal Tariff Service on car component increase for cargo transportation by rail cars and gondola cars, when their deficit was discovered in the second half of the year. However, this decision was of an ambiguous sort, the accent here should be laid upon the fact that power structures were trying to solve the problem as soon as possible. Of course, this rule did not work all the time and everywhere. Moreover, problems with issuing normative documents have not been solved yet. Thus, approved in 2006, the International Vessel Register or Regulations of Transport-Forwarding Activities was severely criticized and the whole range of awaited basic documents, such as Law «On sea ports» or amendments to the Law «On special economic zones», were not approved at all.
So much for the results achieved by the Russian transport sector in 2006 which is history now; the new year of 2007 will bring more positive events, especially that the development vector has already been set.
Viewpoint
Vasily Shimokhin, OAO Railways of Yakutia CEO:
– Our company increases transportation volumes annually, consequently, our profits grow as well. Thus, if 2005 resulted in the revenue worth RUR 12 mln, then 2006 – RUR 25 mln. It is clear that on the Russian scale these are not too impressive figures; however, for the company who promotes railway transport in Yakutia they show there is an economic niche for business here.
The most important thing for the Russian transport sector now is, in my opinion, railway transport restructuring, which is unfolding at present. The reform plan looks optimistic. A special thing to emphasize is the solution of passenger transportation problem. We implement passenger transportation on a full-scale: we operate our own cars, railway stations, cashiers, conductors etc. and for many years passenger transportation has been unprofitable. We did our best to find the best way to operate it by expenditures minimization. At last, certain progress can be seen. Within the framework of OAO RZD, the Federal Passenger Directorate was formed. Moreover, the federal budget envisages resources to maintain the passenger complex in 2007. Thus, last year prerequisites for joining Railways of Yakutia with the Federal Passenger Directorate and the launch of the united passenger complex, which would cover the costs at the expense of common subsiding from the federal budget, were obtained.
From major development tendencies observed at the railway transport I would emphasize elements of competition coming into force. It is an obvious tendency for container transportation market: for example, TransContainer competes with enterprises-rolling stock owners. Market relations came to our place as well. For example, when it was necessary we rented a diesel locomotive not from OAO RZD, but from one of the transport companies. Every year competition will be getting stronger and we won’t be able to get rid of it. This is very good, since enterprises falling apart from competition and striving for monopolistic system is a sign of regress.
What about my forecast for the transport sector in 2007? I can only state one thing: we are sure it will develop, as well as the Russian economy in general. The forecasts for 2007 for our enterprise eare very favourable. We expect transportation volumes boost. Firstly, due to pipes delivery (about 300 thousand tons) and also pipe production (machinery, mechanisms etc) to the project of oil pipe-line Eastern Siberia – Pacific Ocean. Secondly, due to transportation of materials (rails, sleepers) to railway construction in the North of Yakutia. According to our forecast, transportation volumes will grow by 15-20% in 2007; consequently, this growth will influence profits, wages etc.
Viewpoint
Pavel Lagov, TransSiberian Intermodal Service, CEO:
– Just like before, in 2006 our company focused on expanding the range of Russian railway and intermodal services on the international transport market. Despite the fall of transit transportation, where TransSiberian Intermodal Service has traditionally taken the leading position, we have managed to keep the first place in the general volume of container transportation among forwarding companies. It was possible to reach due to our high-quality transport services, working principles corresponding to the international transportation standards and the expansion on the intermodal market. Last year the technology of the acting projects was improved, some new projects were launched, new directions of mass transportation were developed, new departments and offices were launched in strategically important regions. A great impact was also made by the improvement of control IT, co-operation with transport bodies and customers and active participation in regional and international exhibitions and conferences.
Unfortunately, the most «significant» event of 2006 was transit tariffs rise. This practically stopped this sort of transportation. The year resulted in a serious drop of aggregate volume, which was even lower than in previous years. Moreover, transit transportation drop caused problems with providing rolling stock, which will make it difficult to return transit flows to the Russian railways, even if competitive rates, including car components and other payments, are set.
The permanent growth of transportation prime cost makes forwarding and operator companies search for resources to provide financial efficiency and organize intermodal routes in such a way as to unite the positive and minimize the negative factors for each participating mode of transport.
It is quite obvious that the main tendencies of the modern world transport system will be acting in 2007. Thus, the role of auxiliary operations and services, which do not form transport business immediately, but significantly influence the transportation process and its cost, is getting more and more important on the international intermodal transport services market. This is, first of all, the correct filling in of cargo documents, information co-operation with cargo owners, carriers etc.
Our reference
Top-10 events for the Russian transport sector of 2006(RZD-Partner rating):
1. Approval of first infrastructure projects supported by the RFvestment Fund.
2. Daughter companies of OAO RZD launch and heated discussions about Freight Company creation.
3. The RF Government decision to subsidize losses from long-distance passenger transportation from the federal budget.
4. The RF Transport Ministry decision to raise railway tariffs on transit transportation on the route Nakhodka – Vostochnaya – Buslovskaya, which practically stops transportation in the sector.
5. Launch of the United Air Construction company.
6. Appointment of Igor Romashev, earlier a businessman and head of one of the most successful private operator companies, as the Head of the Federal Railway Transport Agency.
7. Development by OAO RZD and the Federal Tariff service of the strategy for overcoming the gondola cars deficit.
8. Launch of the ferry line Ust Luga – Baltyisk – ports of Germany.
9. Approval by the RF Transport Ministry of the merger between the two biggest shipping companies – OAO Sovcomflot and OAO Novoship.
10. The Federal Customs Service decision to introduce new cargo customs/transit declaration as of January 1, 2007.
by Olga Gorbunova
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2006 was dramatic for Russia’s railways as the industry goes through a period of fundamental transformation. The main actor in the reform and at the same time the company most affected by the changes is OAO RZD (Russian Railways). Vladimir Yakunin, president of Russian Railways, spoke to The RZD-Partner International Magazine about the work last year and the prospects for reform.Array
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[DETAIL_TEXT] => – Mr. Yakunin, what did OAO RZD achieve in 2006?
– We recorded the best results in the history of the company last year. In comparison with 1992, the average cargo train’s weight increased by 21%, locomotive productivity rose by 59%, and we set a new record of 4 098 mln tones for total daily loading.
2006 was also marked by success in manufacturing for the rail transport sector. In cooperation with manufacturing plants, we began the production of comfortable passenger coaches, and developed new types of passenger and freight locomotives. Together with the aerospace industry we’re working on a project of a gas-driven locomotive with unprecedented traction power. Our partners in manufacturing also began producing wagons with a load capacity of 25 tons. On the financial front profitability increased from 1.3% to 3%. But although we more than doubled our profitability, further increas remains the most important task for us, not least because other large Russian companies have achieved a much better performance.
OAO RZD spent RUR 200 bln on modernizing its facilities in 2006, a 19.3% increase compared to the previous year. This allowed us to expand our capacity on several key export routes, first of all from Kuzbass (Kuznetsky basin) to Russia’s Far East, from Kuzbass to the Sea of Azov and the Black Sea, and from Kuzbass to Russia’s North West. We also increased crude oil exports to China. Work on the line between Moscow and St.-Petersburg was accomplished in a short time and allowed us to reduce travel time for high speed trains. We increased considerably our purchases of new rolling stock, which was vital for meeting the growing demand for transportation. Last year, we bought over one and a half times more locomotives compared to 2005, purchasing by 13% more passenger coaches and by 71% more freight wagons.
As a result of united efforts of the company, legislators, and the RF Ministry of Transport we managed to urge the RF Ministry of Finance to provide a compensation for our unprofitable passenger operations. But the sum allocated covers only part of our losses, and we’ll have to reach a solution quickly.
– What are the company’s tasks for 2007 and the medium term?
–This year we must begin implementing the development program that was approved by the Government. According to economic forecasts, loading volumes should increase by 3.5% and the number of passenger journeys by 2.7%. We are going to spend more on purchasing rolling stock, especially freight wagons. The total investment, including leasing schemes, will increase to RUR 240 bln, i.e. 20% more than in 2006. We will purchase 319 locomotives, 3.300 freight wagons, 334 passenger coaches and 275 suburban coaches and that is not including the stock we will acquire through leasing.
Last year showed us that a suitable level of growth cannot be achieved using traditional methods, so in 2007 we will concentrate on implementing breakthroughs and strategic aims to expand our business. A key element here is functional strategies, as well as a quality management programme that integrates all the other strategies.
As far as technological, economic and political tasks go, over the next five years we will increase the volume of containers transported by rail two-fold and that of transit containers three-fold. All this requires new techniques and improving the technology for handling containers. Investment must increase two-fold to close the gap in production utilities and productivity must go up by 30%. I would see this task as a priority because it allows us to optimize the cost structure and at the same time increase income in real terms.
Modernizing our rolling stock will lead to increasing efficiency for every wagon and locomotive and should be accompanied by a rapid improvement in safety. Also of course we will be continuing our important work on increasing the integration with railways of the CIS and Baltic republics.
We’re going to introduce innovative technologies for transportation, develop highly promising routes, and create new services required by customers. To give one example, we are building a network of logistics centers to be located in major cities to provide a wide range of logistics services for containers, refrigerated cargo and other types of expensive goods. The center will serve both rail and road transport.
Another priority is to improve corporate governance. We are already introducing best practice corporate procedures and regulation in order to increase transparency in our corporate accounting. The most important aim here is to form an effective management system and unified corporate culture.
– The industry is actively discussing the possible directions rail reform could or should take. How will you position OAO RZD on the future railway market?
– The results of the railway reform so far were approved by the RF Government at the end of 2006. I don’t see the market as a goal for its sake: it’s only a method of making the country’s economy more efficient.
The results of the first two reform stages show that we’re on the right track because we have achieved stability and sustainable growth in transportation volumes. The model proposed by OAO RZD and the RF Federal Tariff Service gives us an opportunity to form a market without creating any problems for freight owners and the state. During the third reform stage, which we have just entered, we would like to have all the necessary legal, economic and technological conditions in place in order to ensure competitiveness. And after that we will evaluate and analyse the results and make a decision regarding the possible emergence of alternative railway carriers to OAO RZD.
All carriers must be treated equally, of course. It implies both an unrestricted access to the rail infrastructure for private companies and the chance for OAO RZD to transport highly profitable goods. This work must be conducted gradually, including a model of technological interaction for all participants.
In accordance with the decisions of the Company’s advisory board, we are working on transforming the company into an effective, competitive, transparent holding capable of attracting investment. Several projects proposed by the company were supported by the advisory board and its chairman, deputy prime-minister Alexander Zhukov. These projects include setting up a network of high-speed lines, reforming repair and maintenance facilities, establishing a joint company for cars transportation, and buying stakes in the sea port of Novorossiysk and Ust-Luga.
Two subsidiaries of OAO RZD – OAO TransContainer and OAO RefService – have begun operations. Now when the markets for containers and refrigerated cargoes transportation are competitive with equal conditions for all players, the quality of services is expected to improve. Passenger services are also being turned over to a separate subsidiary. In fact, the passenger division has already become rather independent.
We have already prepared all the necessary paperwork to launch the Freight Company. The project was discussed in both Chambers of the Russian Parliament, as well as by regional governors, federal authorities, large freight owners, forwarders and operators. I am very happy to say that we obtained significant support. OAO RZD is ready to launch the Freight Company, which will lead to new peaks in service quality, and an accelerated renewal of rolling stock. Investment bankers believe that selling a stake of this new subsidiary through an IPO will enable us to raise RUR 120 bln, which we can use to modernize the rolling stock park.
– Are new market conditions likely to require a new tariff policy?
– Yes, today’s practice of setting prices for delivery and other operations doesn’t allow OAO RZD to realize its full potential and the company’s positions are being weakened by the insufficient flexibility of tariff regulation. In particular, rail transport as a whole can’t adequately compete with lorries over short distances, and OAO RZD as a company can’t compete with private operators in transporting highly profitable goods.
We are therefore offering various measures to help the market develop on the basis of competitiveness and at the same time to obtain the necessary investment. All that can be done with minimal government spending by establishing the Freight Company with its status as an operator. We are also discussing obtaining full compensation from regional administrations for our unprofitable suburban operations starting from 2008. if this materializes, we would have an additional RUR 25 bln annually. Last but not least, we would like to deregulate freight tariff policy to allow ourselves flexibility.
The steps to unify freight rates and to offer a flexible tariff policy for passenger services have already been accepted following decisions by the RF Government. I would like to note that our reforming aimed at rail transport safety improvement, transport constituent reduction in the production cost and creating the right conditions for economic growth was strongly supported by the Federal Government.
– How will cooperation with foreign partners develop?
– Our international work is aimed at strengthening the position of OAO RZD on the Euroasian transport market in an environment of surging global competition, from both alternative modes of transport, above all shipping, and foreign railways. For example, the trade between Asia and Europe is USD 600 bln, but Russia’s transport system accounts for just 1% of this.
We are working to realize our huge transit potential and attract traffic to increase the utilization of the East-West and North-South transport corridors. To achieve this aim, we are trying to provide a unified rate across the supply chain, including not only our own services, but also stevedoring operations, expand the capacities of rail port stations and create logistics schemes.
Of course, most of our attention is directed to cooperation with CIS countries and Baltic republics. The business forum «Strategic partnership 1520» held in Sochi last year proved to be a powerful factor in uniting interests and links between railways companies of different countries that have using the same gauge width as Russia. The aim of the forthcoming forum is to improve global competitiveness of the «1520 Union» business in international markets. In this connection we are planning to continue the dialogue started at the last forum. We are also to continue signing strategic documents and agreements aimed at «1520 Union» development in the framework of the event. We also made great progress on revitalizing the Trans-Korean Main Line and linking it to the TransSiberian route with the signing of a trilateral agreement.
With regard to the East-West transport corridor, we are working with Deutsche Bahn AG on establishing a joint transport-logistics operator, whose function will be to attract flows to the route between China and Europe.
In January I had a meeting with Mr. Batra, India’s Minister of Railways, during which we discussed how to strengthen bilateral cooperation based on the Memorandum of Understanding we signed in 2006 and which covers the next three years. There is a prospect of supplying India with Russian-produced train safety systems, conducting joint research and implementing infrastructure projects.
In 2006, we rejoined the International Union of Railways (UIC), which will open up new possibilities to take part in the integration processes now going on all over the world and participate in the global transportation services market. This will increase the attractiveness of Russia’s rail and transportation system.
Biography
Vladimir Yakunin
Born in 1948, graduated from the Leningrad Institute of Mechanics as a Mechanical Engineer in 1972 and began his career as a junior research scientist at the State Institute of Applied Chemistry. After completing military service in the Soviet Army, he worked as an engineer and senior engineer at the Administration of the State Committee of the Council of Ministers of the USSR for Foreign Trade and was also head of department at the A. F. Yoffe Physics and Technical Institute of the Academy of Sciences of the USSR.
Between 1985 and 1991, Yakunin was Second and then First Secretary of the USSR’s Permanent Representative Office at the United Nations. He was then Chairman of the Board at the International Centre for Business Cooperation before becoming head of the North-Western Federal District Inspectorate of the Senior Control Department of the President of the Russian Federation
Yakunin became Deputy Minister of Transport in October 2000 and first Deputy Minister of Railways in February 2002. In October 2003, the Board of Russian Railways unanimously appointed Yakunin First Vice-President of the Company.
Vladimir Yakunin was appointed president of Russian Railways by the Government of the Russian Federation in June 2005.
Interviewed by Ivan Stupachenko
[~DETAIL_TEXT] => – Mr. Yakunin, what did OAO RZD achieve in 2006?
– We recorded the best results in the history of the company last year. In comparison with 1992, the average cargo train’s weight increased by 21%, locomotive productivity rose by 59%, and we set a new record of 4 098 mln tones for total daily loading.
2006 was also marked by success in manufacturing for the rail transport sector. In cooperation with manufacturing plants, we began the production of comfortable passenger coaches, and developed new types of passenger and freight locomotives. Together with the aerospace industry we’re working on a project of a gas-driven locomotive with unprecedented traction power. Our partners in manufacturing also began producing wagons with a load capacity of 25 tons. On the financial front profitability increased from 1.3% to 3%. But although we more than doubled our profitability, further increas remains the most important task for us, not least because other large Russian companies have achieved a much better performance.
OAO RZD spent RUR 200 bln on modernizing its facilities in 2006, a 19.3% increase compared to the previous year. This allowed us to expand our capacity on several key export routes, first of all from Kuzbass (Kuznetsky basin) to Russia’s Far East, from Kuzbass to the Sea of Azov and the Black Sea, and from Kuzbass to Russia’s North West. We also increased crude oil exports to China. Work on the line between Moscow and St.-Petersburg was accomplished in a short time and allowed us to reduce travel time for high speed trains. We increased considerably our purchases of new rolling stock, which was vital for meeting the growing demand for transportation. Last year, we bought over one and a half times more locomotives compared to 2005, purchasing by 13% more passenger coaches and by 71% more freight wagons.
As a result of united efforts of the company, legislators, and the RF Ministry of Transport we managed to urge the RF Ministry of Finance to provide a compensation for our unprofitable passenger operations. But the sum allocated covers only part of our losses, and we’ll have to reach a solution quickly.
– What are the company’s tasks for 2007 and the medium term?
–This year we must begin implementing the development program that was approved by the Government. According to economic forecasts, loading volumes should increase by 3.5% and the number of passenger journeys by 2.7%. We are going to spend more on purchasing rolling stock, especially freight wagons. The total investment, including leasing schemes, will increase to RUR 240 bln, i.e. 20% more than in 2006. We will purchase 319 locomotives, 3.300 freight wagons, 334 passenger coaches and 275 suburban coaches and that is not including the stock we will acquire through leasing.
Last year showed us that a suitable level of growth cannot be achieved using traditional methods, so in 2007 we will concentrate on implementing breakthroughs and strategic aims to expand our business. A key element here is functional strategies, as well as a quality management programme that integrates all the other strategies.
As far as technological, economic and political tasks go, over the next five years we will increase the volume of containers transported by rail two-fold and that of transit containers three-fold. All this requires new techniques and improving the technology for handling containers. Investment must increase two-fold to close the gap in production utilities and productivity must go up by 30%. I would see this task as a priority because it allows us to optimize the cost structure and at the same time increase income in real terms.
Modernizing our rolling stock will lead to increasing efficiency for every wagon and locomotive and should be accompanied by a rapid improvement in safety. Also of course we will be continuing our important work on increasing the integration with railways of the CIS and Baltic republics.
We’re going to introduce innovative technologies for transportation, develop highly promising routes, and create new services required by customers. To give one example, we are building a network of logistics centers to be located in major cities to provide a wide range of logistics services for containers, refrigerated cargo and other types of expensive goods. The center will serve both rail and road transport.
Another priority is to improve corporate governance. We are already introducing best practice corporate procedures and regulation in order to increase transparency in our corporate accounting. The most important aim here is to form an effective management system and unified corporate culture.
– The industry is actively discussing the possible directions rail reform could or should take. How will you position OAO RZD on the future railway market?
– The results of the railway reform so far were approved by the RF Government at the end of 2006. I don’t see the market as a goal for its sake: it’s only a method of making the country’s economy more efficient.
The results of the first two reform stages show that we’re on the right track because we have achieved stability and sustainable growth in transportation volumes. The model proposed by OAO RZD and the RF Federal Tariff Service gives us an opportunity to form a market without creating any problems for freight owners and the state. During the third reform stage, which we have just entered, we would like to have all the necessary legal, economic and technological conditions in place in order to ensure competitiveness. And after that we will evaluate and analyse the results and make a decision regarding the possible emergence of alternative railway carriers to OAO RZD.
All carriers must be treated equally, of course. It implies both an unrestricted access to the rail infrastructure for private companies and the chance for OAO RZD to transport highly profitable goods. This work must be conducted gradually, including a model of technological interaction for all participants.
In accordance with the decisions of the Company’s advisory board, we are working on transforming the company into an effective, competitive, transparent holding capable of attracting investment. Several projects proposed by the company were supported by the advisory board and its chairman, deputy prime-minister Alexander Zhukov. These projects include setting up a network of high-speed lines, reforming repair and maintenance facilities, establishing a joint company for cars transportation, and buying stakes in the sea port of Novorossiysk and Ust-Luga.
Two subsidiaries of OAO RZD – OAO TransContainer and OAO RefService – have begun operations. Now when the markets for containers and refrigerated cargoes transportation are competitive with equal conditions for all players, the quality of services is expected to improve. Passenger services are also being turned over to a separate subsidiary. In fact, the passenger division has already become rather independent.
We have already prepared all the necessary paperwork to launch the Freight Company. The project was discussed in both Chambers of the Russian Parliament, as well as by regional governors, federal authorities, large freight owners, forwarders and operators. I am very happy to say that we obtained significant support. OAO RZD is ready to launch the Freight Company, which will lead to new peaks in service quality, and an accelerated renewal of rolling stock. Investment bankers believe that selling a stake of this new subsidiary through an IPO will enable us to raise RUR 120 bln, which we can use to modernize the rolling stock park.
– Are new market conditions likely to require a new tariff policy?
– Yes, today’s practice of setting prices for delivery and other operations doesn’t allow OAO RZD to realize its full potential and the company’s positions are being weakened by the insufficient flexibility of tariff regulation. In particular, rail transport as a whole can’t adequately compete with lorries over short distances, and OAO RZD as a company can’t compete with private operators in transporting highly profitable goods.
We are therefore offering various measures to help the market develop on the basis of competitiveness and at the same time to obtain the necessary investment. All that can be done with minimal government spending by establishing the Freight Company with its status as an operator. We are also discussing obtaining full compensation from regional administrations for our unprofitable suburban operations starting from 2008. if this materializes, we would have an additional RUR 25 bln annually. Last but not least, we would like to deregulate freight tariff policy to allow ourselves flexibility.
The steps to unify freight rates and to offer a flexible tariff policy for passenger services have already been accepted following decisions by the RF Government. I would like to note that our reforming aimed at rail transport safety improvement, transport constituent reduction in the production cost and creating the right conditions for economic growth was strongly supported by the Federal Government.
– How will cooperation with foreign partners develop?
– Our international work is aimed at strengthening the position of OAO RZD on the Euroasian transport market in an environment of surging global competition, from both alternative modes of transport, above all shipping, and foreign railways. For example, the trade between Asia and Europe is USD 600 bln, but Russia’s transport system accounts for just 1% of this.
We are working to realize our huge transit potential and attract traffic to increase the utilization of the East-West and North-South transport corridors. To achieve this aim, we are trying to provide a unified rate across the supply chain, including not only our own services, but also stevedoring operations, expand the capacities of rail port stations and create logistics schemes.
Of course, most of our attention is directed to cooperation with CIS countries and Baltic republics. The business forum «Strategic partnership 1520» held in Sochi last year proved to be a powerful factor in uniting interests and links between railways companies of different countries that have using the same gauge width as Russia. The aim of the forthcoming forum is to improve global competitiveness of the «1520 Union» business in international markets. In this connection we are planning to continue the dialogue started at the last forum. We are also to continue signing strategic documents and agreements aimed at «1520 Union» development in the framework of the event. We also made great progress on revitalizing the Trans-Korean Main Line and linking it to the TransSiberian route with the signing of a trilateral agreement.
With regard to the East-West transport corridor, we are working with Deutsche Bahn AG on establishing a joint transport-logistics operator, whose function will be to attract flows to the route between China and Europe.
In January I had a meeting with Mr. Batra, India’s Minister of Railways, during which we discussed how to strengthen bilateral cooperation based on the Memorandum of Understanding we signed in 2006 and which covers the next three years. There is a prospect of supplying India with Russian-produced train safety systems, conducting joint research and implementing infrastructure projects.
In 2006, we rejoined the International Union of Railways (UIC), which will open up new possibilities to take part in the integration processes now going on all over the world and participate in the global transportation services market. This will increase the attractiveness of Russia’s rail and transportation system.
Biography
Vladimir Yakunin
Born in 1948, graduated from the Leningrad Institute of Mechanics as a Mechanical Engineer in 1972 and began his career as a junior research scientist at the State Institute of Applied Chemistry. After completing military service in the Soviet Army, he worked as an engineer and senior engineer at the Administration of the State Committee of the Council of Ministers of the USSR for Foreign Trade and was also head of department at the A. F. Yoffe Physics and Technical Institute of the Academy of Sciences of the USSR.
Between 1985 and 1991, Yakunin was Second and then First Secretary of the USSR’s Permanent Representative Office at the United Nations. He was then Chairman of the Board at the International Centre for Business Cooperation before becoming head of the North-Western Federal District Inspectorate of the Senior Control Department of the President of the Russian Federation
Yakunin became Deputy Minister of Transport in October 2000 and first Deputy Minister of Railways in February 2002. In October 2003, the Board of Russian Railways unanimously appointed Yakunin First Vice-President of the Company.
Vladimir Yakunin was appointed president of Russian Railways by the Government of the Russian Federation in June 2005.
Interviewed by Ivan Stupachenko
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[DETAIL_TEXT] => – Mr. Yakunin, what did OAO RZD achieve in 2006?
– We recorded the best results in the history of the company last year. In comparison with 1992, the average cargo train’s weight increased by 21%, locomotive productivity rose by 59%, and we set a new record of 4 098 mln tones for total daily loading.
2006 was also marked by success in manufacturing for the rail transport sector. In cooperation with manufacturing plants, we began the production of comfortable passenger coaches, and developed new types of passenger and freight locomotives. Together with the aerospace industry we’re working on a project of a gas-driven locomotive with unprecedented traction power. Our partners in manufacturing also began producing wagons with a load capacity of 25 tons. On the financial front profitability increased from 1.3% to 3%. But although we more than doubled our profitability, further increas remains the most important task for us, not least because other large Russian companies have achieved a much better performance.
OAO RZD spent RUR 200 bln on modernizing its facilities in 2006, a 19.3% increase compared to the previous year. This allowed us to expand our capacity on several key export routes, first of all from Kuzbass (Kuznetsky basin) to Russia’s Far East, from Kuzbass to the Sea of Azov and the Black Sea, and from Kuzbass to Russia’s North West. We also increased crude oil exports to China. Work on the line between Moscow and St.-Petersburg was accomplished in a short time and allowed us to reduce travel time for high speed trains. We increased considerably our purchases of new rolling stock, which was vital for meeting the growing demand for transportation. Last year, we bought over one and a half times more locomotives compared to 2005, purchasing by 13% more passenger coaches and by 71% more freight wagons.
As a result of united efforts of the company, legislators, and the RF Ministry of Transport we managed to urge the RF Ministry of Finance to provide a compensation for our unprofitable passenger operations. But the sum allocated covers only part of our losses, and we’ll have to reach a solution quickly.
– What are the company’s tasks for 2007 and the medium term?
–This year we must begin implementing the development program that was approved by the Government. According to economic forecasts, loading volumes should increase by 3.5% and the number of passenger journeys by 2.7%. We are going to spend more on purchasing rolling stock, especially freight wagons. The total investment, including leasing schemes, will increase to RUR 240 bln, i.e. 20% more than in 2006. We will purchase 319 locomotives, 3.300 freight wagons, 334 passenger coaches and 275 suburban coaches and that is not including the stock we will acquire through leasing.
Last year showed us that a suitable level of growth cannot be achieved using traditional methods, so in 2007 we will concentrate on implementing breakthroughs and strategic aims to expand our business. A key element here is functional strategies, as well as a quality management programme that integrates all the other strategies.
As far as technological, economic and political tasks go, over the next five years we will increase the volume of containers transported by rail two-fold and that of transit containers three-fold. All this requires new techniques and improving the technology for handling containers. Investment must increase two-fold to close the gap in production utilities and productivity must go up by 30%. I would see this task as a priority because it allows us to optimize the cost structure and at the same time increase income in real terms.
Modernizing our rolling stock will lead to increasing efficiency for every wagon and locomotive and should be accompanied by a rapid improvement in safety. Also of course we will be continuing our important work on increasing the integration with railways of the CIS and Baltic republics.
We’re going to introduce innovative technologies for transportation, develop highly promising routes, and create new services required by customers. To give one example, we are building a network of logistics centers to be located in major cities to provide a wide range of logistics services for containers, refrigerated cargo and other types of expensive goods. The center will serve both rail and road transport.
Another priority is to improve corporate governance. We are already introducing best practice corporate procedures and regulation in order to increase transparency in our corporate accounting. The most important aim here is to form an effective management system and unified corporate culture.
– The industry is actively discussing the possible directions rail reform could or should take. How will you position OAO RZD on the future railway market?
– The results of the railway reform so far were approved by the RF Government at the end of 2006. I don’t see the market as a goal for its sake: it’s only a method of making the country’s economy more efficient.
The results of the first two reform stages show that we’re on the right track because we have achieved stability and sustainable growth in transportation volumes. The model proposed by OAO RZD and the RF Federal Tariff Service gives us an opportunity to form a market without creating any problems for freight owners and the state. During the third reform stage, which we have just entered, we would like to have all the necessary legal, economic and technological conditions in place in order to ensure competitiveness. And after that we will evaluate and analyse the results and make a decision regarding the possible emergence of alternative railway carriers to OAO RZD.
All carriers must be treated equally, of course. It implies both an unrestricted access to the rail infrastructure for private companies and the chance for OAO RZD to transport highly profitable goods. This work must be conducted gradually, including a model of technological interaction for all participants.
In accordance with the decisions of the Company’s advisory board, we are working on transforming the company into an effective, competitive, transparent holding capable of attracting investment. Several projects proposed by the company were supported by the advisory board and its chairman, deputy prime-minister Alexander Zhukov. These projects include setting up a network of high-speed lines, reforming repair and maintenance facilities, establishing a joint company for cars transportation, and buying stakes in the sea port of Novorossiysk and Ust-Luga.
Two subsidiaries of OAO RZD – OAO TransContainer and OAO RefService – have begun operations. Now when the markets for containers and refrigerated cargoes transportation are competitive with equal conditions for all players, the quality of services is expected to improve. Passenger services are also being turned over to a separate subsidiary. In fact, the passenger division has already become rather independent.
We have already prepared all the necessary paperwork to launch the Freight Company. The project was discussed in both Chambers of the Russian Parliament, as well as by regional governors, federal authorities, large freight owners, forwarders and operators. I am very happy to say that we obtained significant support. OAO RZD is ready to launch the Freight Company, which will lead to new peaks in service quality, and an accelerated renewal of rolling stock. Investment bankers believe that selling a stake of this new subsidiary through an IPO will enable us to raise RUR 120 bln, which we can use to modernize the rolling stock park.
– Are new market conditions likely to require a new tariff policy?
– Yes, today’s practice of setting prices for delivery and other operations doesn’t allow OAO RZD to realize its full potential and the company’s positions are being weakened by the insufficient flexibility of tariff regulation. In particular, rail transport as a whole can’t adequately compete with lorries over short distances, and OAO RZD as a company can’t compete with private operators in transporting highly profitable goods.
We are therefore offering various measures to help the market develop on the basis of competitiveness and at the same time to obtain the necessary investment. All that can be done with minimal government spending by establishing the Freight Company with its status as an operator. We are also discussing obtaining full compensation from regional administrations for our unprofitable suburban operations starting from 2008. if this materializes, we would have an additional RUR 25 bln annually. Last but not least, we would like to deregulate freight tariff policy to allow ourselves flexibility.
The steps to unify freight rates and to offer a flexible tariff policy for passenger services have already been accepted following decisions by the RF Government. I would like to note that our reforming aimed at rail transport safety improvement, transport constituent reduction in the production cost and creating the right conditions for economic growth was strongly supported by the Federal Government.
– How will cooperation with foreign partners develop?
– Our international work is aimed at strengthening the position of OAO RZD on the Euroasian transport market in an environment of surging global competition, from both alternative modes of transport, above all shipping, and foreign railways. For example, the trade between Asia and Europe is USD 600 bln, but Russia’s transport system accounts for just 1% of this.
We are working to realize our huge transit potential and attract traffic to increase the utilization of the East-West and North-South transport corridors. To achieve this aim, we are trying to provide a unified rate across the supply chain, including not only our own services, but also stevedoring operations, expand the capacities of rail port stations and create logistics schemes.
Of course, most of our attention is directed to cooperation with CIS countries and Baltic republics. The business forum «Strategic partnership 1520» held in Sochi last year proved to be a powerful factor in uniting interests and links between railways companies of different countries that have using the same gauge width as Russia. The aim of the forthcoming forum is to improve global competitiveness of the «1520 Union» business in international markets. In this connection we are planning to continue the dialogue started at the last forum. We are also to continue signing strategic documents and agreements aimed at «1520 Union» development in the framework of the event. We also made great progress on revitalizing the Trans-Korean Main Line and linking it to the TransSiberian route with the signing of a trilateral agreement.
With regard to the East-West transport corridor, we are working with Deutsche Bahn AG on establishing a joint transport-logistics operator, whose function will be to attract flows to the route between China and Europe.
In January I had a meeting with Mr. Batra, India’s Minister of Railways, during which we discussed how to strengthen bilateral cooperation based on the Memorandum of Understanding we signed in 2006 and which covers the next three years. There is a prospect of supplying India with Russian-produced train safety systems, conducting joint research and implementing infrastructure projects.
In 2006, we rejoined the International Union of Railways (UIC), which will open up new possibilities to take part in the integration processes now going on all over the world and participate in the global transportation services market. This will increase the attractiveness of Russia’s rail and transportation system.
Biography
Vladimir Yakunin
Born in 1948, graduated from the Leningrad Institute of Mechanics as a Mechanical Engineer in 1972 and began his career as a junior research scientist at the State Institute of Applied Chemistry. After completing military service in the Soviet Army, he worked as an engineer and senior engineer at the Administration of the State Committee of the Council of Ministers of the USSR for Foreign Trade and was also head of department at the A. F. Yoffe Physics and Technical Institute of the Academy of Sciences of the USSR.
Between 1985 and 1991, Yakunin was Second and then First Secretary of the USSR’s Permanent Representative Office at the United Nations. He was then Chairman of the Board at the International Centre for Business Cooperation before becoming head of the North-Western Federal District Inspectorate of the Senior Control Department of the President of the Russian Federation
Yakunin became Deputy Minister of Transport in October 2000 and first Deputy Minister of Railways in February 2002. In October 2003, the Board of Russian Railways unanimously appointed Yakunin First Vice-President of the Company.
Vladimir Yakunin was appointed president of Russian Railways by the Government of the Russian Federation in June 2005.
Interviewed by Ivan Stupachenko
[~DETAIL_TEXT] => – Mr. Yakunin, what did OAO RZD achieve in 2006?
– We recorded the best results in the history of the company last year. In comparison with 1992, the average cargo train’s weight increased by 21%, locomotive productivity rose by 59%, and we set a new record of 4 098 mln tones for total daily loading.
2006 was also marked by success in manufacturing for the rail transport sector. In cooperation with manufacturing plants, we began the production of comfortable passenger coaches, and developed new types of passenger and freight locomotives. Together with the aerospace industry we’re working on a project of a gas-driven locomotive with unprecedented traction power. Our partners in manufacturing also began producing wagons with a load capacity of 25 tons. On the financial front profitability increased from 1.3% to 3%. But although we more than doubled our profitability, further increas remains the most important task for us, not least because other large Russian companies have achieved a much better performance.
OAO RZD spent RUR 200 bln on modernizing its facilities in 2006, a 19.3% increase compared to the previous year. This allowed us to expand our capacity on several key export routes, first of all from Kuzbass (Kuznetsky basin) to Russia’s Far East, from Kuzbass to the Sea of Azov and the Black Sea, and from Kuzbass to Russia’s North West. We also increased crude oil exports to China. Work on the line between Moscow and St.-Petersburg was accomplished in a short time and allowed us to reduce travel time for high speed trains. We increased considerably our purchases of new rolling stock, which was vital for meeting the growing demand for transportation. Last year, we bought over one and a half times more locomotives compared to 2005, purchasing by 13% more passenger coaches and by 71% more freight wagons.
As a result of united efforts of the company, legislators, and the RF Ministry of Transport we managed to urge the RF Ministry of Finance to provide a compensation for our unprofitable passenger operations. But the sum allocated covers only part of our losses, and we’ll have to reach a solution quickly.
– What are the company’s tasks for 2007 and the medium term?
–This year we must begin implementing the development program that was approved by the Government. According to economic forecasts, loading volumes should increase by 3.5% and the number of passenger journeys by 2.7%. We are going to spend more on purchasing rolling stock, especially freight wagons. The total investment, including leasing schemes, will increase to RUR 240 bln, i.e. 20% more than in 2006. We will purchase 319 locomotives, 3.300 freight wagons, 334 passenger coaches and 275 suburban coaches and that is not including the stock we will acquire through leasing.
Last year showed us that a suitable level of growth cannot be achieved using traditional methods, so in 2007 we will concentrate on implementing breakthroughs and strategic aims to expand our business. A key element here is functional strategies, as well as a quality management programme that integrates all the other strategies.
As far as technological, economic and political tasks go, over the next five years we will increase the volume of containers transported by rail two-fold and that of transit containers three-fold. All this requires new techniques and improving the technology for handling containers. Investment must increase two-fold to close the gap in production utilities and productivity must go up by 30%. I would see this task as a priority because it allows us to optimize the cost structure and at the same time increase income in real terms.
Modernizing our rolling stock will lead to increasing efficiency for every wagon and locomotive and should be accompanied by a rapid improvement in safety. Also of course we will be continuing our important work on increasing the integration with railways of the CIS and Baltic republics.
We’re going to introduce innovative technologies for transportation, develop highly promising routes, and create new services required by customers. To give one example, we are building a network of logistics centers to be located in major cities to provide a wide range of logistics services for containers, refrigerated cargo and other types of expensive goods. The center will serve both rail and road transport.
Another priority is to improve corporate governance. We are already introducing best practice corporate procedures and regulation in order to increase transparency in our corporate accounting. The most important aim here is to form an effective management system and unified corporate culture.
– The industry is actively discussing the possible directions rail reform could or should take. How will you position OAO RZD on the future railway market?
– The results of the railway reform so far were approved by the RF Government at the end of 2006. I don’t see the market as a goal for its sake: it’s only a method of making the country’s economy more efficient.
The results of the first two reform stages show that we’re on the right track because we have achieved stability and sustainable growth in transportation volumes. The model proposed by OAO RZD and the RF Federal Tariff Service gives us an opportunity to form a market without creating any problems for freight owners and the state. During the third reform stage, which we have just entered, we would like to have all the necessary legal, economic and technological conditions in place in order to ensure competitiveness. And after that we will evaluate and analyse the results and make a decision regarding the possible emergence of alternative railway carriers to OAO RZD.
All carriers must be treated equally, of course. It implies both an unrestricted access to the rail infrastructure for private companies and the chance for OAO RZD to transport highly profitable goods. This work must be conducted gradually, including a model of technological interaction for all participants.
In accordance with the decisions of the Company’s advisory board, we are working on transforming the company into an effective, competitive, transparent holding capable of attracting investment. Several projects proposed by the company were supported by the advisory board and its chairman, deputy prime-minister Alexander Zhukov. These projects include setting up a network of high-speed lines, reforming repair and maintenance facilities, establishing a joint company for cars transportation, and buying stakes in the sea port of Novorossiysk and Ust-Luga.
Two subsidiaries of OAO RZD – OAO TransContainer and OAO RefService – have begun operations. Now when the markets for containers and refrigerated cargoes transportation are competitive with equal conditions for all players, the quality of services is expected to improve. Passenger services are also being turned over to a separate subsidiary. In fact, the passenger division has already become rather independent.
We have already prepared all the necessary paperwork to launch the Freight Company. The project was discussed in both Chambers of the Russian Parliament, as well as by regional governors, federal authorities, large freight owners, forwarders and operators. I am very happy to say that we obtained significant support. OAO RZD is ready to launch the Freight Company, which will lead to new peaks in service quality, and an accelerated renewal of rolling stock. Investment bankers believe that selling a stake of this new subsidiary through an IPO will enable us to raise RUR 120 bln, which we can use to modernize the rolling stock park.
– Are new market conditions likely to require a new tariff policy?
– Yes, today’s practice of setting prices for delivery and other operations doesn’t allow OAO RZD to realize its full potential and the company’s positions are being weakened by the insufficient flexibility of tariff regulation. In particular, rail transport as a whole can’t adequately compete with lorries over short distances, and OAO RZD as a company can’t compete with private operators in transporting highly profitable goods.
We are therefore offering various measures to help the market develop on the basis of competitiveness and at the same time to obtain the necessary investment. All that can be done with minimal government spending by establishing the Freight Company with its status as an operator. We are also discussing obtaining full compensation from regional administrations for our unprofitable suburban operations starting from 2008. if this materializes, we would have an additional RUR 25 bln annually. Last but not least, we would like to deregulate freight tariff policy to allow ourselves flexibility.
The steps to unify freight rates and to offer a flexible tariff policy for passenger services have already been accepted following decisions by the RF Government. I would like to note that our reforming aimed at rail transport safety improvement, transport constituent reduction in the production cost and creating the right conditions for economic growth was strongly supported by the Federal Government.
– How will cooperation with foreign partners develop?
– Our international work is aimed at strengthening the position of OAO RZD on the Euroasian transport market in an environment of surging global competition, from both alternative modes of transport, above all shipping, and foreign railways. For example, the trade between Asia and Europe is USD 600 bln, but Russia’s transport system accounts for just 1% of this.
We are working to realize our huge transit potential and attract traffic to increase the utilization of the East-West and North-South transport corridors. To achieve this aim, we are trying to provide a unified rate across the supply chain, including not only our own services, but also stevedoring operations, expand the capacities of rail port stations and create logistics schemes.
Of course, most of our attention is directed to cooperation with CIS countries and Baltic republics. The business forum «Strategic partnership 1520» held in Sochi last year proved to be a powerful factor in uniting interests and links between railways companies of different countries that have using the same gauge width as Russia. The aim of the forthcoming forum is to improve global competitiveness of the «1520 Union» business in international markets. In this connection we are planning to continue the dialogue started at the last forum. We are also to continue signing strategic documents and agreements aimed at «1520 Union» development in the framework of the event. We also made great progress on revitalizing the Trans-Korean Main Line and linking it to the TransSiberian route with the signing of a trilateral agreement.
With regard to the East-West transport corridor, we are working with Deutsche Bahn AG on establishing a joint transport-logistics operator, whose function will be to attract flows to the route between China and Europe.
In January I had a meeting with Mr. Batra, India’s Minister of Railways, during which we discussed how to strengthen bilateral cooperation based on the Memorandum of Understanding we signed in 2006 and which covers the next three years. There is a prospect of supplying India with Russian-produced train safety systems, conducting joint research and implementing infrastructure projects.
In 2006, we rejoined the International Union of Railways (UIC), which will open up new possibilities to take part in the integration processes now going on all over the world and participate in the global transportation services market. This will increase the attractiveness of Russia’s rail and transportation system.
Biography
Vladimir Yakunin
Born in 1948, graduated from the Leningrad Institute of Mechanics as a Mechanical Engineer in 1972 and began his career as a junior research scientist at the State Institute of Applied Chemistry. After completing military service in the Soviet Army, he worked as an engineer and senior engineer at the Administration of the State Committee of the Council of Ministers of the USSR for Foreign Trade and was also head of department at the A. F. Yoffe Physics and Technical Institute of the Academy of Sciences of the USSR.
Between 1985 and 1991, Yakunin was Second and then First Secretary of the USSR’s Permanent Representative Office at the United Nations. He was then Chairman of the Board at the International Centre for Business Cooperation before becoming head of the North-Western Federal District Inspectorate of the Senior Control Department of the President of the Russian Federation
Yakunin became Deputy Minister of Transport in October 2000 and first Deputy Minister of Railways in February 2002. In October 2003, the Board of Russian Railways unanimously appointed Yakunin First Vice-President of the Company.
Vladimir Yakunin was appointed president of Russian Railways by the Government of the Russian Federation in June 2005.
Interviewed by Ivan Stupachenko
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[SECTION_META_TITLE] => «We are on the right track»
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[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2007/1/yakun.jpg" border="1" alt="Vladimir Yakunin" title="Vladimir Yakunin" hspace="3" vspace="3" width="183" height="170" align="left" />2006 was dramatic for Russia’s railways as the industry goes through a period of fundamental transformation. The main actor in the reform and at the same time the company most affected by the changes is OAO RZD (Russian Railways). Vladimir Yakunin, president of Russian Railways, spoke to The RZD-Partner International Magazine about the work last year and the prospects for reform.
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