ISSN 1075-7007, Studies on Russian Economic Development, 2016, Vol. 27, No. 4, pp. 400411. Pleiades Publishing, Ltd.

., 2016.
Original Russian Text V.N. Filina, 2016.

INDUSTRIES AND INTERINDUSTRY COMPLEXES

Development Vectors of Railway Transport

V. N. Filina
Institute for Economic Forecasting, Russian Academy of Sciences
e-mail: filina_valentina@mail.ru
Received September 15, 2015; in final form, April 11, 2016

AbstractThe article is devoted to analyzing the functioning of the sector under the conditions a decline in
economic activities, the possibilities of the formation of service products on the market of transport services,
problems of the cooperation of railways with seaports, and peculiarities of their operation in the range out-
bound directions of the network, as well as development prospects of the railway transport in the economic
and geopolitical processes in the country and world.

DOI: 10.1134/S1075700716040067

Results of sector activities under the conditions of cri-
sis and development forecasting. Since 2014, the activi-
ties of OAO RZhD have been carried out under the
conditions of growing crisis phenomena, when the
forecasts previously prepared by the Ministry of Eco-
nomic Trade and Development of the Russian Feder-
ation did not correspond to the real state of affairs in
the economy, which led to tariffs being checked and
profits being lost due to holdings in the amount more
than 4 billion rubles. Against a background of frozen
tariffs, intensified tax burdens, and insufficient com-
pensation for the loss-making passenger carriers in
2015, the situation worsened, and increases took place
in the of prices fuel (by 11%), as well as electric energy
and metal (by 56%), and the consequent reduction
in profits came to about 32 billion rubles [1]. Over 12
years (since 2004) of the companys operation, its
share in the countrys GDP decreased almost twice,
i.e., from approximately 3 to 1.6%.
The negative processes in the branch resulted in a
decrease in the companys expenditure base; in 2013,
it decreased by 100 billion rubles; in 2014, it decreased
by 85; and, in 2015, it decreased by 28 billion rubles
(according to the plan, by 55 billion rubles). However,
in 2014, the expense items for the capital repairs were
reduced; then, the next year, the overall scopes of cap-
ital repairs increased with regard to the ground plan.
Furthermore, achievements in the resource-saving
sphere, including purchases of new equipment,
allowed for a reduction in the specific consumption
rates of fuel and energy resources by 1.3% in 2015, a
2% decrease in emissions of hazardous substances in
the environment (1600 t). On the whole, due to the
adoption of anti-crisis measures, a breakeven financial
result was achieved. The cost value of the transporta-
tion activities increased by 7.7%, which is significantly
lower than the growth of prices in the industry and the
inflation level.
As a result of the decline in economic activities, on
the whole, the shipment of the freights in the railway
network decreased by 1%, though the multifaceted
processes in the domestic and foreign markets of
transportation services should be noted, i.e., a 3.6%
decrease and 5% growth, respectively. The change in
the structure of the freight and passenger carriers by
the type of transport is marked. The share of the rail-
way transport in the total freight turnover increased by
6% over 12 years and comprised more than 45% (Table 1)
[1]. Growth in the freight turnover of the railway
transport is connected to an increase in the distance of
freight carriers. A significant decrease in the passenger
turnover took place in the passenger carriers (by 7.4
and 6.6% for the last two years) primarily due to the
reduction of the long distance index (by 9.6 and 7%),
which is mainly caused by the 85% decrease in the
passenger traffic to and from Ukraine.
In the system of corporate management of the
holding a changeover to the principle of project man-
agement and the process approach to preparing the
plans, strengthening the interactions of production
verticals, and regional centers, as well as the client-ori-
ented approach in freight and passenger carriers, can
be noted. The new management system enables one to
respond promptly to external challenges, in particular
to a decrease in the economic activity. The company
has introduced the anti-crisis management plan under
the conditions of the drop in the demand for carriers
caused by stagnation in the industry and construction.
The reduction of the scopes of carriers in the rail-
way transport is specified not only by the macroeco-
nomic environment, but also by keeping the disparity
of interspecific competition conditions. Moreover, the
problem of the efficiency of the created model of the

400
 DEVELOPMENT VECTORS OF RAILWAY TRANSPORT 401

Table 1. Macroeconomic indices of OAO RZhD activities

Index 2004 2008 2009 2010 2011 2012 2013 2014 2015
OAO RZhDs contribution to the country GDP, % 3 2.1 2.2 2.1 1.8 1.7 1.6 1.5 1.6
OAOs share of investment in total investments 4.5 4.3 3.3 3.5 3.6 3.8 3.3 2.9 2.9
Taxes and insurance contributions to the govern- 141 178 188 245 249 256 236 253 281
mental and other funds, billion rubles
Freight turnover (without the mileage of empty 1802 2116 1865 2011 2138 2222 2196 2299 2300
cars), billion ton-km
Freight shipment, million tons 1221 1304 1108 1206 1242 1272 1237 1227 1214

Table 2. Ratio of shipments to empty cars

Index 1988 1998 2008 2013 2013/1988, times
Shipment, million tons/day 6 2.3 3.6 3.4 1.8
Empty cars, million cars-km/day 24 36 67 71 2.9
Source: [2].

market of freight carriers that provides the total privat-
ization of the fleet of cars remains open. A positive
result of separating the fleet of cars from carriers is that
the conditions are renewed by an excess of demand
over supply; i.e., the conditions for competition have
been created. Furthermore, an excess fleet of cars led
to a decrease in the profitability for operators, reduced
the efficiency of infrastructure operation and the
safety of carriers, worsening the quality of services for
freight owners (Table 2), creating a larger number of
cars in delay or with long wait times for loading.
According to the expert estimation of OAO RZhD
specialists, the total number of excess cars is about
240000 pieces. Within separate months, more than
1400 km of station tracks turn out to be occupied by
unclaimed cars. A significant part of these cars (more
than 30000 cars or more than 500 trains) permanently
run, thereby reducing the capacity of the tracks and
traction potential. The capacities of the railway trans-
port infrastructure are increasingly used not so much
for carrying the freights as to move empty private cars
in favor of the commercial interests of the operators.
However, the operators continued to supplement the
fleet of cars by 67000 pieces in 2014, 70% of which
increased the excess of the fleet.
The situation is worsened by inconsistencies of
some legal aspects, particularly regarding matters of
the companys responsibility for failures to provide
cars for loading in the case when they are absent in the
transportation company.
According to the requirements developed by the
Federal Anti-Monopoly Service of the Russian Feder-
ation the companies in the terms of total privatization
of the fleet should lease the cars under the market con-
ditions, and provide them for loading at the govern-
mental rates according to the industrial Price List
No. 1001. However, problems with decentralizing
the fleet of cars do not prevent some expert from pro-
posing the privatization of the locomotive stock at the
next stage of the reforms, then separating the railway
infrastructure from the carriers, assuming that the for-
eign experience of the market reforms at the railway
transport indicates not only their success in some
countries, but also numerous economic and techno-
logical risks of separating the infrastructure from the
carriers, especially under the conditions of high-
intensity traffic. When searching for the optimal ratio
of private and government approaches to arranging
freight carriers, the proposal of OAO RZhD specialists
to develop a pilot project in the specified test range
where the limited number of private transportation
companies will be offered competitive operation con-
ditions appears to be more reasonable. In the opinion
of the companys heads [3], the locomotive stock can
only operate efficiently under the conditions of the
unified transportation company and information
holder independently of the investor status of the roll-
ing stock.
Despite the current slowdown in economic growth
based on the macroforecasts of the socioeconomic
development of the Ministry of Economic Trade and
Development, which provides stable growth of the
economy in the long term, the prospective values of
the freight carriers by the railway transport up to 2020
are specified taking into account the macroindices
across the country based on separate industrial and
types of transport as part of the regional programs, as
well as applications of the consignors and consignees.
At OAO RZhD, the Master Plan for developing the
railway network for the period up to 2020 and the vari-
ants of development (conservative and innovative)
demonstrated growth in values of the carrier volume
indices for 20132020 by 24.5% and 34.6%, respec-
tively [4]. Furthermore, overall, the volumes of the

STUDIES ON RUSSIAN ECONOMIC DEVELOPMENT Vol. 27 No. 4 2016

402
railway carriers transshipped at the seaports will grow
two or more times faster than the carriers for this type
of transport across the country.
In the Master Plan 2020, by analogy with the offers
of the Ministry of Economic Trade and Development,
a conservative variant is taken as the basis of the fore-
casts.
Quality assurance of the freight delivery in the trans-
port service market. In the Transport Strategy of the
Russian Federation through 2030, the main directions
of the industry development are specified, including
the formation of the common economic space of the
country upon the priority development of transport
infrastructure and integration into the world transport
space and the implementation of transit potential.
A comprehensive approach to the development of
international and regional routes should provide a
solution to the set problems. The quality delivery of
freights is possible upon orientation toward coopera-
tion between different types of transport using them in
segments of the transport market that provide the
maximum effect. Furthermore, special attention is
paid to the interaction of the railways and seaports
during the transportation of exportimport freights,
particularly in the part of development of the infra-
structure of the coherent components of the transpor-
tation process, the development of the logistic routes,
and the establishment of legal and institutional envi-
ronment.
While transporting the freights, some of Russias
largest companies (Evraz, Mechel, Sibirskii Delovoi
Soyuz, Sibirskii Antratsit, Sibuglemet, etc.) render
transient services, including transshipment and freight
forwarding at the seaports, sea freight, transportation
by the Russian and foreign railways. The railway-ferry
service ports operate in the directions VaninoKhol-
msk, Ust-LugaBaltiisk, and Ust-LugaZasnits.
Payment for freight delivery includes all kinds of ser-
vices and is carried out according to the one-contact
principle using an OAO RZhD client account.
The problem of the holding is, to some extent, a
positive experience of some companies up to the max-
imum possible number of participants of the com-
modity distribution. It brings the quality of the ren-
dered services to the level of the world standards,
arranges the optimal logistics of carriers, and creates
new service products in the transport service market
according to the clients requirements.
At present, about 60% of all freight carriers operate under
long-term contracts, including both basic and additional services.
The practice of forming logistic chains with a client while deliver-
ing the raw stock and finished products and controlling their
movement in real-time mode is becoming popular. All of these
measures enable one to minimize the transport costs of transpor-
tation companies, consignors, and consignees. Thus, in 2013, the
indices of the logistics quality were improved with regard to the
following parameters: the reliability index of the freight delivery
increased by 5.5% and the service speed increased by 1.2%. Offer-
ing the most popular service, i.e., a scheduled freight carrier,
added 700 million rubles to holding revenues.
STUDIES ON RUSSIAN ECONOMIC DEVELOPMENT
FILINA
Concurrently with reconstruction of the railway
infrastructure, it is planned to construct three railway
dry ports, i.e., Baltic, Primore, and Taman, and more
than 50 transport-logistic centers and lower-level han-
dling centers. In the clusters established to service
freight traffics, the transport infrastructure is designed
not only to service the sea freight district, but also to
optimize the transport system of the zone of influence
of this port.
Thus, the Baltic dry port ( Shushary railway station, St. Peters-
burg) will enable the transport situation of the total Northwest
region to be improved; the construction of the Primore port in
Ussuriisk, along with existing seaports and crossing points will
remove several problems in Primore transport center; and the cre-
ation of dry port Tamanskii will contribute to an increase of the
carrying capacity of Azov and Black Sea transport center.
On the whole, the creation of railway Primore and
Baltic dry ports will complete the formation of a
WestEast global dry-cargo transport corridor
(EuropeRussiaAsia) with the branches to Kazakh-
stan, China, Mongolia, and the Korean peninsula.
The Baltic and Taman dry ports, the construction of
which will provide favorable conditions for transport-
ing freights in the NorthSouth Eurasian corridor
(from the Baltic Sea coast to the Persian Gulf) will
play a similar role in the formation of the meridional
transport axis.
Twelve territories of priority development are being
formed in Primorskii Krai, including transport-logis-
tic and industrial complexes, special economic areas,
clusters, and other growth points.
The interaction of the railway transport and sea-
ports is carried out at the stage of synchronizing the
development plans of the railway and port infrastruc-
ture. In addition to an increase in carrying capacities
of the ports of Far East, Azov; the Black Sea basin,
Murmansk transport center, and access routes remote
from them large-scale projects of the car and railway
transition across the Kerch Strait are prepared for
implementing and constructing the Northern Latitu-
dinal Railway with building of the bridge across Ob,
as well as constructing the MoscowNizhny
NovgorodKazan high-speed network (according to
expert estimations, the synergetic effect of the network
operation for 12 years will exceed 11 trillion rubles, and
the total revenues to the budget of the Russian Feder-
ation will equal 3.4 trillion rubles [1]). Recently, much
attention has been paid to developing access routes in
southern part of the country, Moscow transport cen-
ter, and infrastructure of the railway transport of the
Eastern range. Among significant investment projects,
it is necessary to mention the continuing moderniza-
tion of the railway infrastructure of the BaikalAmur
Mainline and Trans-Siberian Railway.
Taking into account the apparent trend of the
freight railway carriers to the foreign economic activ-
ity, the railway infrastructure development in out-
bound directions is reviewed in detail.
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 DEVELOPMENT VECTORS OF RAILWAY TRANSPORT
Table 3. Dynamics of volumes of freight carriers based on railway transport, million tons
Carrier volume 2007 2009
In all types of traffic 1488.5 1232 1342
Reshipped at the seaports 192.6 198.5 217.5
Percentage of the reshipped freights 12.9 16.1 16.2
* In the brackets the innovation variant is given. Source: [4].
Table 4. Volumes of the freight carriers by railway transport through Russian ports, million tons
Region 2007 2008 2009
Northwest 86 (44.6) 83.6 (43.7) 82.5 (41.6)
South 64.1 (33.3) 61.8 (32.3) 63.4 (31.9)
Far East 42.5 (22.1) 46 (24) 52.6 (26.5)
Total 192.6 (100) 191.4 (100) 198.5 (100)
Source: [4].
Interactions between railways and seaports. The ori-
entation of the Russian economy towards the priority
export of the raw materials led to creation of new port
capacities in almost all regions with access to the sea
within a short period of time, which contributed to the
growth of volumes of freight carriers by the railway
transport in the directions to the ports. In 2013, this
index was 249.6 million tons (18% of all freight carri-
ers). The growth trends continued in 2014; over 5
months, the volumes of freights delivered by the rail-
way transport to the seaports increased by 10% com-
pared to the same period in 2013. In 20072013, the
volume of freight carriers by railway transport in all
types of traffics decreased by 6%, while at seaports, the
volume of shipments with the participation of this type
of transport increased by 30% (Table 3).
Ports in the northwest region process the largest vol-
ume of the foreign trade freights; in 2013, their value in
the mixed railway-sea traffic was 112.3 million tons
(45% of all volumes of freight carriers of the Russian
railway network) (Table 4). More than half of all con-
tainer freights pass through the ports of the Northwest
Federal District; furthermore, the share of the railway
transport makes up one-third in the total container
turnover of the ports of the region. More than 60% of
the total volume of containers delivered to the ports of
St. Petersburg and Ust-Luga are processed in the dis-
triports of Moscow and Moscow oblast.
The largest load of freight handling in the region
falls on the multifunctional deep-water port of Ust-
Luga. The terminals for processing coal, commercial
sulfur, oil products, the universal reshipment center,
car-railway complex, container terminals, etc. oper-
ated there. The construction of complexes for reship-
ping metal, grain, general and bulk freights, and stor-
age logistic infrastructure is provided. In prospect, a
twofold increase is planned if the volumes of the rail-
STUDIES ON RUSSIAN ECONOMIC DEVELOPMENT
403
2010 2013 2013/2007, % 2020* 2020/2013, %*
1392.6 94 1736.9 (1874.9) 124.5 (134.6)
249.6 130 392.2 (415.5) 157.1 (180.8)
17.9 22.6 (22.2)
2020/
2010 2011 2012 2013 2020
2013, %
85.3(39.2) 95.3 (41.4) 105.4 (41.8) 112.3 (45) 166.7 (42.5) 148.4
62.7(28.8) 60.2 (26.1) 64.9 (25.7) 63.7 (25.5) 108.4 (27.6) 170.2
69.5 (32) 74.7 (32.5) 81.9 (32.5) 73.6 (29.5) 117.1 (29.2) 159.1
217.5 (100) 230.2 (100) 252.2 (100) 249.6 (100) 392.2 (100) 157.1
way freight carriers towards the port (from 36.8 million
tons in 2013 to 72.5 million tons in 2020). The scales of
the prospective handling capacities of the port requires
developing a single purpose and balanced approach to
developing a total transport system of the Northwest
Federal District that enable one to reduce ecological,
social, and other risks.
At Murmansk sea traffic center, the implementa-
tion of large investment projects on commissioning
and modernizing the necessary terminals is also pro-
vided.
The development of St. Petersburg port attracts
attention where modernization works are aimed at
reorienting the terminals for handling environmentally
unfavorable freights to handling the most economi-
cally and ecologically favorable freights, i.e., contain-
ers, refrigerators, etc.
In parallel with the development of the ports, rail-
way access tracks to the ports are reconstructed and
strengthened. Thus, besides the construction of the
second tracks, stations, district parks for handling the
freight terminal of the port of Ust-Luga to develop the
future freight turnover construction of the modern
control system of the freight and documents turnover
is provided. The total capital intensity of the project
exceeded 150 billion rubles, and its implementation
enabled 48 million tons of freights to be handled in
2014 and about 70 million tons are expected in 2016 [5].
On the whole, for the forecasted period of 2013
2020, it is possible to increase the volume of freight
carriers by railway transport in traffic with seaports of
the Northwest region by almost 50% (from 112.3 to
166.7 million tons); however, in the structure of the
freight reshipment volumes, in the ports of Russia with
participation of the railway transport, the share of the
region will reduce slightly from 45 to 42.5% (Table 4).
This is connected with reorientation in specialization
Vol. 27 No. 4 2016
404
of the sea terminals, i.e., a sharp reduction of the share
of the coal carriers upon the growth of the share of oil-
loading and others freights based on container carriers
is expected.
The development of the forecasted freight turnover
to the regions ports will require an increase of the
capacity of railway infrastructure due to the recon-
struction of some parts of the system and access roads
to the ports on the south coast of the Gulf of Finland,
as well as the arrangement of high-speed passenger
traffic in the St. PetersburgBuslovskaya section. The
total volume of investments will reach 274 billion
rubles in the forecasted prices.
Further development of railway carriers in traffic
with the Northwest ports (if the external factors condi-
tioned by the geopolitical aspects are not taken into
account) is connected with the development of the
infrastructure of the port complexes on the Baltic,
Barents, and White Seas.
Ports of the Southern basin. At the seaports of the
Southern basin in 2013, about 26% of the railway
freights were processed. The weightiest contribution to
handling of the foreign trade freights comes from the
ports of Novorossiysk (32.9 million tons), Tuapse
(12.4 million tons), and Taman (7.1 million tons). The
prospective growth of the freight base will be mainly
covered due to the development of the deep-water sea-
port of Taman, the establishment of the dry-cargo dis-
trict for bulk, grain, container freights, etc. In the ports
of Tuapse, Novorossiysk, and Olya, works are also
being carried out on the development of the capacities.
In the Southern basin, the maximum growth of the vol-
ume of the railway carriers compared to the ports of the
northwest and Far Eastern directions is forecasted; by
2020, this growth is expected to reach 70% (Table 4).
The structure of the railway carriers in traffic with
the ports will change. Upon the expected increase in
the carrier volumes of oil freights and ferrous metals,
their share in the total carrier volumes will decrease.
The expansion of capacities in the port of Taman will
permit one to increase both the absolute and relative
terms, the volumes of handling of coal, ore, fertilizers,
and grain freights. In the other group, the growth
will take place due to the container freights, which
main traffics will be handled in the port of Novorossi-
ysk. In the new port of Taman, not only will complexes
for reshipping commercial oil freights and bulk carrier
(coal, ore) be established, but the container terminal
will also be constructed.
The development of the forecast traffics upon
approaching the ports of the Southern region will
require reconstructing some parts of the railway infra-
structure with a total volume of investments of about
190 billion rubles in the forecast prices by 2020.
Ports of the Far East region. The dynamics of the
carrier volumes of foreign trade freights through ports
of the Far East region has a complex character. Their
10% reduction (from 81.9 to 73.6 million tons) over the
STUDIES ON RUSSIAN ECONOMIC DEVELOPMENT
FILINA
basic year of 2013 (Table 4) is connected with the
changeover of the crude-oil supplies from the railway
transport to the Eastern SiberiaPacific Ocean oil
pipeline. The future growth of the carriers to the ports
of the region is specified by the accelerated socioeco-
nomic development of Siberia and Far East, particu-
larly the development of new mineral deposits, the
demand for which is considerable in countries of the
Asia and Pacific regions.
The constraining factor of handling the freight traf-
fic to the Far East ports is represented by the insuffi-
cient development of port infrastructure. As a result,
in the Far East railway system, about 140 trains stand
idle. The handling capacities of the ports cannot man-
age the declared shipment volumes. The situation is
worsened by the absence of unfreezing units, the
untimely pickup of freights from the docks due to the
erratic arrival of vessels, etc. The volume losses of the
transporting operations in 2013 alone led to a decrease
in the companys profits by 10.5 billion rubles.
An increase in the capacities for handing the sup-
plied commodities is forecasted for all ports of the
region. At Vostochnyi port the main efforts on a pro-
spective increase of handling of the container freights
will be directed to development of the railway lines of
the container terminal and use of the railway infra-
structure of Gruzovaya station where the crude oil
carriers will decrease due to construction of the oil
pipeline. There are plans to construct bulk freight ter-
minals at the VaninoSovetskaya Gavan transport
center and coal terminals at the ports of Vostochnyi
and Posiet; at the port of Vladivostok, the additional
reconstruction of existing port capacities and the cre-
ation of a new container terminal are also expected. In
the future, in the railway transport turnover, the
decreasing trend of oil freights in the overall share will
continue due to the growth of the coal and other
categories of freight carriers.
In infrastructure development projects for
approaches to seaports, in addition to port railways,
other types of transport should be engaged, such as
roads and rivers.
Assumptions and restraints in the development of car-
riers and railway infrastructure of the eastern range.
Recently an increase has been observed in the growth
of the volume of freight carriers in the Eastern range of
the railway. In 2013, the shipments to Far East ports
reached 186 000 t/day, having increased the pre-crisis
level of 2007 1.8 times, as well as the maximum values
of the carrier volumes in 1988. The amounts of traffic
within a six-year period by the Trans-Siberian Railway
and Baikal-Amur Mainline increased by more than
20 trains per day. If, as a whole, the freight turnover by
the railway system decreased by 17.6%, in the Eastern
range, even not taking into account the traffic of the
empty cars, it increased by 14%, including by 1.5 times
on the Far East Railroad.
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 DEVELOPMENT VECTORS OF RAILWAY TRANSPORT
Development of a freight base in the Far Eastern
range is first of all connected with the prospective
development of the large investment projects in the
mining industry of the region, as a result of the imple-
mentation of which the volume of freight carriers
towards the VaninoSovetskaya Gavan transport
center is expected to reach the level of 54.2 million
tons by 2020. The maximum growth in the volume of
freight carriers this mentioned year will be achieved
due to the pickup of coal and ores from existing and
future mineral deposits on the level of 113.2 million
tons upon the application of the companies, particu-
larly developers of deposits in the amount of
163.7 million tons [6].
Among the largest coal deposits that affect the load
of the railway system of the Eastern range, it is neces-
sary to specify the Elginskoe deposit in the Republic of
Sakha (Yakutia) to which the UlakElga railway line
is constructed, as well as the Elegestskoe deposit in the
Republic of TyvaKuragino, for the development of
which the construction of the KyzylKuragino line is
planned. The most significant for the railway trans-
port load will be the Kimkano-Sutarskoe in the Jewish
Autonomous Region and Taezhnoe in the Republic of
Sakha (Yakutia) iron ore deposits and polymetal
deposits in Zabaikalye Krai.
The increase in the freight base of the Far Eastern
range is also conditioned by the development of the
Kuzbass coal deposit. Thus, in 20122013, carriers
from the Kuzbass to the Far East increased by 18%
and, as in 2007, grew by 2.5 times. In the Kuzbass
Northwest range the shipment within the similar peri-
ods increased by 5 and 27%.
Growth in volumes of coal carriers by 2020 com-
pared to 2012 is estimated to the sum of 51 million
tons, including eastward in the amount of 39.3 million
tons, which requires the additional strengthening of
some parts of the Baikal-Amur Mainline. To imple-
ment the plans of the second development phase of the
railway infrastructure of the Eastern range that take
into account the development of the prospective coal
carriers from Kuzbass, 640 billion rubles are required,
as well as 197 billion rubles in order to reconstruct the
artificial structures.
The eastern part of the country is a contact area,
through which the interstate cooperation is conducted
with a rapidly developing world center in Southeast
Asia. For countries of the Asia-Pacific region, with
outrunning economic growth rates and, therefore, sig-
nificant requirements for raw materials and energy
carriers, the resource base of the eastern part of Russia
can become the largest source of import commodity
supplies as opposed to supplies from other countries
under the conditions of the relevant development of
the transport infrastructure. Over only 6 years, i.e.,
20072012, the volume of the products exported from
Russia to the countries of the Asia-Pacific region
increased in weight by 1.5 times (from 103.8 to
STUDIES ON RUSSIAN ECONOMIC DEVELOPMENT
405
158.5 million tons) and by 2.3 times in dollars (from
32.3 to 75.9 billion USD).
Despite some decrease in the rates of the economic
growth in China (up to 7% in 2015), the expert forecast
maintained a stable trend of growth in the supplies of
energy-source commodities from Russia in this and
other countries of Southeast Asia. The formation of
the freight base in the western districts of China will
lead to an increase of the volumes of carriers together
with the railways of Kazakhstan thorough the border
terminals of Dostyk and Kartaly-1. Moreover, an
increase in the international transit volumes, as well as
strengthening of the transport-economic relation of
the European part of Russia with the eastern neigh-
bors will contribute to significant growth in the density
of freight traffic at all parts of the Eastern range net-
work. That is why including the development of the
Eastern Range railway transport, particularly the
Trans-Siberian Railway and Baikal-Amur Mainline,
in the priority direction of OAO RZhD activities,
which affects the total economy of the country, is
important.
At present, the carrying capacity of the railways of Siberia and
Far East is almost exhausted, which is specified by weak develop-
ment and high degree of depreciation of railway infrastructure
facilities; there are traction limits. The system of railroads in the
Eastern Range incurs a deficit of the carrying capacity; at present,
it reaches 3200 km, which is 30% of the length of the considered
network and, under the conditions of developing future freight
traffic, it will increase to 8100 km, which comprises about 75% of
this network. In some direction, the use factor of the carrying
capacity achieved the critical level, i.e., 70100%.
Modern infrastructure is capable of providing no more than
one-fourth of the present freight traffic. The main limiting direc-
tion in the range of the Far Eastern railroad along the Northern
Latitudinal Railway is the Komsomolsk-on-AmurSovetskaya
Gavan line, which provides traffic with the transport center of
Sovetskaya Gavan and commercial seaport of Vanino.
Among the barrier points that slow down the traffic process in
the Eastern range, there is an absence of bypasses of the railway
centers, the insufficient length of the station tracks and limited
capabilities of their specialization, and a low capacity of the trac-
tion power supply. In the 1990s, during the significant decrease in
the carrier amounts a considerable part of the network sections,
and engineering facilities were dismantled. In addition, at the Bai-
kal-Amur Mainline, there are still nonelectrified parts, and a great
number of single-track running lines are more than 30 km long.
On the whole, until recently, no works on major repairs of the
tracks, artificial structures, or other engineering devices have been
carried out in the necessary scope.
The parts with the barrier points make up almost the total rail-
way infrastructure of the Baikal-Amur Mainline (about 4350 km),
as well as about 3700 km of the Trans-Siberian Railway. For this
mainline, the most problematic is the direction to the commercial
seaports of Nakhodka transport center, where commissioning the
third phase of the coal terminal at the port of Vostochnyi is
planned (the coal carriers will increase up to 29 million tons), a
new coal terminal is constructed at the Petrovskii cape with the
capacity up to 20 million tons, a complex for processing the hydro-
carbon materials of Vostochnaya Neftechemicheskaya Company,
etc. This direction is defining in development of Primore-1 and
Primore-2 International Transportation Corridors.
The heavy load of the Trans-Siberian Railway
(more than 75%) makes it difficult to increase the
freight traffics, including the transit containers. In
20032013, excluding 2008 and 2013, the annual
Vol. 27 No. 4 2016
406 FILINA
Table 5. Volume of freight carriers by Trans-Siberian Railway
Index 2003 2004 2005 2006
Volume, million tons 60.3 72.1 74.5 76.1
Growth rates, % 119.6 103.3 102.1
Source: [7].
growth of the freight carriers by the Trans-Siberian
Railway is marked (Table 5).
The total volume of the container carriers by the
Trans-Siberian Railway in 2013 was 1712900 TEU
with 4% growth per annum, including more than
700000 containers (41%) in international traffic.
According to the results of six months of 2014, the sta-
tistical data indicates the acceleration of container car-
riers in this type of traffic; upon an increase of their
total volume, within the first half of 2014, an 8%
increase (more than 860000 TEU) in their growth in
the international traffic reached 22% [7].
The limitation of the carrying capacity of the
Trans-Siberian Railway as of almost total network of
the railways of the country is mainly defined by the
mass occupancy of the tracks with the cars not belong-
ing to the transport company. Some experts suggest
introducing into the industrial regulatory documents
the principal of payment for occupation of the public
tracks with the cars above the standard time and for
the untimely clearing of tracks after unloading of the
cars [8].
To develop the public infrastructure, the regulatory
control provides attraction of the funds of private
investors and the removal of limits on the turnover of
the part of OAO RZhD property, as well as the adop-
tion of long-term agreements between the owner of the
railway transport infrastructure and consumers of its
services.
Among measures on accelerating carriers, there is
also the improvement of the arrangement of the com-
bined carriers, which is especially important in regions
of Siberia and the Far East upon the interaction of
operators of the sea terminals with railway operators.
At present, this interaction is complicated by the vari-
ety of types of contracts that, in many cases, contradict
each other.
The changes in the tariff policy that provide a single
order in tariff formation while carrying transit freights
for all consumers of railway transport services, includ-
ing for countries included in the common economic
space, also contribute to the growth of competitiveness
of Russian railways, including the Trans-Siberian
Railway. The formation of a through tariff rate will
require coordinating the actions of all participants in
the transport market.
STUDIES ON RUSSIAN ECONOMIC DEVELOPMENT
2007 2008 2009 2010 2011 2012 2013
80.1 79.4 83.7 101.8 102.5 111.2 104.6
105.3 99.1 105.4 121.6 100.7 108.5 94.1
On the whole, the main direction of activities along
the Trans-Siberian Railway, besides the moderniza-
tion of the infrastructure include cooperation with the
foreign railways and companies, the development of
the intermodal carriers and logistical industry, and the
implementation of the modern information technolo-
gies in order to achieve the announced transport prod-
ucts Transsib within Seven Days.
In the freight traffic structure of the Eastern range,
low-profit carriers prevail. In order to attract high-
profit freights, it is proposed to modernize the Trans-
Siberian Railway for high motion speeds for passing
passenger and high-speed container trains, as well as
to develop the Baikal-Amur Mainline to carry bulk
freights with lower motion speeds.
The increased intensity of the freight traffics and
growth of the carrier distance, the planned future
increase in the volumes and quality of the transporta-
tion process in the railway network of the Eastern
range require not only the improvement of the railway
transport infrastructure and existing technical equip-
ment, but also carrier technology. In the sphere of
technological solutions the implementation of the range
principles of control of the traction rolling stock should
be specified. The control centers of the traction
resources created to solve this problem provide the
coordination and on-line dispatching control of the
operation and repair of the rolling stock.
An efficient measure for increasing the carrying
capacity of the main directions is also to arrange the
handling of trains with increased weight and length.
Heavy-weight traffic is considered to be one an instru-
ment for increasing the carrying capacities of the parts
of the railway network and reducing the consumed
energy resources for the train traction. In 2013, on
three eastern railways (East Siberian, Baikal, Far East-
ern), the indices of the average train weight increased
significantly, i.e., by 64, 134, 75 t, respectively, to the
level of 2007. In 20032013, the number of the heavy-
weight trains shipped with masses of more than 6000 t
increased by 50%, while those with more than 8000 t
increased by more than 11 times.
The motion of articulated heavy-weight trains
gained momentum in the range technologies; in 2013,
about 7000 articulated trains were shipped, which
exceeded the level of the previous year by 80%. The
requirement to arrange the motion of these trains out-
Vol. 27 No. 4 2016
 DEVELOPMENT VECTORS OF RAILWAY TRANSPORT
runs the infrastructure development, which is why,
due to the unavailability of the track to high loads, spe-
cial conditions of train handling are introduced by
analogy with container trains. A more complex
arrangement of the motion takes place eastward; fur-
thermore, in parts of the Eastern range of the railway
network, the volume of freight carriers grows most
dynamically.
As a result of the arrangement of the motion of
heavy-weight trains in the Eastern range of the railway
network, the ability to develop additional freight traf-
fic will appear, particularly up to 11.5 million tons of
freights through 2020 via the Baikal-Amur Mainline
and Trans-Siberian Railway. Due to the formed
reserve of the carrying capacity, it will become possi-
ble to form additional income from the company upon
rendering the services of the infrastructure and trac-
tion to the operators of the freight cars, and send addi-
tional investments to the development of relevant
facilities.
However, according to the preliminary estimates of
some experts, it may appear that the additional
charges of OAO RZhD for arranging heavy-weight
traffic, the maintenance of the infrastructure may
exceed the total value of the expected economic effect.
That is why it is necessary to consider the matter of
increasing the weight standards taking into account
the results of studying the infrastructure, testing the
rolling stock, and taking experimental rides based on
the results of defining the commercial efficiency of the
project.
Despite the measures taken, the reserves of
increasing the efficiency of the carriers due to the
technological instruments in the Eastern range are
actually exhausted.
The complex natural and climate conditions, the
significant share of the freight traffics of the first tariff
class (low-profit bulk freights) make implementing the
project on modernizing the railway-transport infra-
structure of the Eastern range for the holding com-
mercially inefficient.
To develop additional freight traffic in the amount
of 55 million tons, the company could appropriate
about 54% of the total volume of necessary invest-
ments from its own assets, which for 20132017, will
exceed 560 billion rubles. The government support is
required to implement the total modernization pro-
gram. It is planned to assign more than half of assets as
agreed with the Ministry of Finance from the National
Wealth Fund through redemption of OAO RZhD
shares, the rest of the funds will be obtained in the
form of direct contributions to the authorized capital.
Based on the analysis of the sensitivity of the effi-
ciency of some parameters to the change in the level of
investment expenditures held by the company, the
possibility of the return of 88% of government assets
within the life cycle of the project equal to 30 years is
defined [6].
STUDIES ON RUSSIAN ECONOMIC DEVELOPMENT
407
It is reasonable to conclude the contracts between
OAO RZhD, coal, and mining companies with finan-
cial responsibility for liabilities undertaken for the
secured provision of the freight base.
On the whole, the development of the Eastern
range as a foothold for Russias successful cooperation
with countries in the Asia-Pacific region should not be
limited to increasing the technical and process infra-
structure and innovation potential. The development
of the territory is primarily based on solving demo-
graphic problems that worsened in the total post-
Soviet period, which led to an almost a twofold
decrease in the size of the population, especially in the
northern districts of Khabarovsk Krai, Amur oblast,
and the Republic of Sakha (Yakutia). In a complex
program for attracting population implemented in the
Far East, OAO RZhD carried out a human resources
policy aimed at consolidating personnel in situ and
engaging workers from other regions in the country.
To achieve prospective volumes of carriers via the Bai-
kal-Amur Railway by 2020, only about 3500 people
will be required.
Container and piggyback carriers. At present, the
level of containerization in Russia (specific index
TEU per 1000 people of the country per annum) is
4.5 times lower than in the United States and 5.8 times
lower than in EU countries (Table 6). The total volume
of freight carriers by railway transport makes up about
2%, while the similar world index has continued to
grow especially intensively over the last 30 years and is
estimated at 1060% according to the different
sources.
The currently observed reduction in growth rates of
container turnover worldwide is related to the decrease
in commercial activity due to the retardation of growth
rates in the world economy, as well as with the satura-
tion of the containerization market in the developed
countries, particularly in Europe and the United
States, where this index approached 100%. In the
opinion of the experts, future growth of the container
market will be observed in India, Asia, Latin America,
and Russia.
Despite the rapid development of the market for
container carriers in Russia, it does not provide a sig-
nificant effect in the countrys economy or even the
transport industry due to the absence of a common
vector of its formation in different types of transport.
Thus, in 20102015, the growth of the total volume of
freight carriers by the railway network was about 16%
and the delivery of the freights in containers increased
by 74%, but the specific weight of the container carri-
ers only comprised 2.8% of the total volume (Table 7).
In the structure of the container freight carriers,
the main share, 17.9 million tons (58%) falls on inter-
national carriers (10.1 million tons of export freights,
5.9 tons of imports, and 1.9 million tons of transit).
Vol. 27 No. 4 2016
408
Table 6. Level of containerization of railway carriers by
region of the world, TEU/thousand people
Region 2000 2006 2007 2008 2009 2010
United States 99 143 143 135
Europe 105 162 180 180
Russia 5 21 28 33
Source: [9].
The main flow of container freights in international
traffic (more than 70% or 12.7 million tons) is carried
out through the container terminal of Russian sea-
ports, 9% are handled through the ports of the Baltic
countries and Ukraine, and the rest is handled via
direct railway traffic. More than one-third of the total
volume of all container freights is transported by high-
speed container trains according to the tough schedule
specified in the timetable.
As for domestic and exportimport freight-con-
tainer carriers, their share in the transit high-profit
carriers is comparatively small, assuming that, due to
the favorable geographic location of Russia, the most
important international transportation corridors that
cover the entire Eurasian continent in different direc-
tions pass through its territory (Table 8).
Stable specialization is formed in the commodity
structure of freights transported in containers; in
exports, products of cellulose and paper, the chemical
industries, and the nonferrous metal industry (mainly
aluminum ingots) prevail. In turn, imports consist of
automobiles and their components; chemical freights;
and a large group of consumer goods, including elec-
tronics and household appliances. In domestic traffic,
products of mainly petrochemical, machine-tool and
Table 7. Prospective volumes of the freight carriers by the railway network
Index 2010
Total volume of carriers 1342
including in containers, million tons 25
Share of freight carriers in containers, % 1.9
Source: [10].
STUDIES ON RUSSIAN ECONOMIC DEVELOPMENT
FILINA
machine-building industries, construction freights,
and consumer goods are transported.
A significant part of container traffic (more than
30%) consists of empty containers that move in oppo-
site directions. According to the fast schedule, 38% of
117 132
freights in the total volume of container freight carriers
are transported.
153 168
One of the main tasks of strategic development of
21 29 railway transport in the foreseeable future through
2020 is the growth of the share of container carriers in
the total volume of freight carriers and their integra-
tion into the complex transport-logistic service sector.
In the General layout of the development of the
railway network through 2020, the prospective vol-
umes of container freight carriers are defined on the
level of 57.2 million tons, which is 31.5% more than
the index of 2015 (Table 7). Through 2030, the share of
the freight traffic of containers in the total structure of
the freight turnover will double. In turn, the highest
growth rates are expected in international container
traffic; carriers of import freight will also double [10].
High rates of carriers of transit container freights will be pro-
vided due the implementation of the transport product Transsib
within Seven Days (thus, in this project, the number of container
trains moving at speeds higher than 1050 km/day have increased),
the establishment of terminal-logistic complexes in the railway
network and transnational logistic operators within the Common
Economic Space (CES EurAsEC), and the construction and
development of the existing container terminal at the Russian
ports, as well as the implementation of large international projects,
including the reconstruction of the Ulan-Bator railway in Mongo-
lia and part of the railway network in the Democratic Peoples
Republic of Korea to the port of Rajin with the establishment of
port complexes, the entry of the railway to Iran in the district of the
Astara station, and the construction of the broad-gauge entry to
Central Europe (KosiceBratislavaVienna). Special container
terminals are established at the largest seaport of the Northwest
Ust-Luga modernized at the seaports of Far East designed at a
new port of Taman in Krasnodar Krai. The main directions of the
Average annual growth
2011 2012 2013 2015 2020
rates 2020/2015, %
1392.3 1436.8 1392.6 1553.3 1736.9 102.3
26.6 30.5 30.9 43.5 57.2 105.6
1.9 2.1 2.2 2.8 3.3
Vol. 27 No. 4 2016
 DEVELOPMENT VECTORS OF RAILWAY TRANSPORT
transit freight carriersInternational Transportation Corridors
WestEast and NorthSouth; furthermore, the accelerated
growth of transit is expected through some central CIS countries
(Kazakhstan, Uzbekistan) while creating the technological, regu-
latory, tariff conditions.
With the creation of a combined container-piggyback plat-
form, the foundation for spreading piggyback carriers has been
laid, the potential of which will grow in domestic and international
traffics. Work on the use of some types of transport to fulfill one
freight carrier is being carried out at OAO RZhD.
The implementation of new conditions of carriers
in Russia requires establishing and arranging the infra-
structure on the container routes, correcting the regu-
latory base and tariff conditions, defining the freight
base potential, and a of the simplified customs clear-
ance of the piggyback trains.
Terminals have been constructed to maintain piggyback
routes, e.g., Belyi Rast and Kaliningrad, and offers to form a pig-
gyback terminal at Khabarovsk-2 station are being studied. In
2011, along with Finnish railways, a piggyback train was dispatched
on the HelsinkiS. PetersburgMoscow route.
Thus, the development of container-piggyback
carriers is a prospective and profitable segment of the
transport service market. The implementation of these
projects will enable OAO RZhD to occupy a key posi-
tion in rendering transport-logistic services.
Logistic services. The development of transport-
logistic services, storage and terminal infrastructure,
production clusters, and terminal-logistic centers that
allow one to arrange the control of supplies, forward
freights, select the optimal route and storage condi-
tions, and enable the complex of the related service to
play a significant role in increasing the traffic of con-
tainer carriers between Europe and Asia.
The development of a logistics business in OAO
RZhD activities means the formation of a system of
the transport-logistic centers (TLCs) across the total
railway network, the development of business in the
sphere of terminal operation, and the establishment of
a special logistic company that provides the coopera-
tion of different services in the structural subdivisions
and subsidiary companies of the holding and foreign
participants in the transport market, including other
types of transport and common control of the total
logistic chain while supplying the freight.
The transport-logistic business enables long-term
relationships to be established with key clients. A
transport-forwarding service is established based on a
long-term contract that creates carrier plus rolling
stock complex service, including railway-ferry traf-
fic. In addition to freight supplies, it includes the sell-
ing and rendering of additional services, such as a
scheduled carrier, shipments at seaports, forwarding
by foreign railways, and the provision of rolling stock
STUDIES ON RUSSIAN ECONOMIC DEVELOPMENT
409
Table 8. Structure of the freight traffic by the railway net-
work, %*
Index 2013 2020
Domestic carriers 60 (1.5) 61 (1.5)
Export 29 (2.5) 29 (3.6)
Import 8 (5.1) 7 (9.2)
Transit 3 (5.8) 3 (7.5)
Total 100 (2.2) 100 (3.3)
* The figures in brackets indicate the share of container carriers.
Source: [10].
from different owners. At present, about 60% of all
railway carriers is carried out under long-term con-
tracts. The most profitable service, which covers about
one-third of freight carriers in 79 directions, is sched-
uled freight carriers.
If achieving the effect of infrastructure develop-
ment takes a significant length of time, providing the
necessary level of transport services is a strategic
mechanism of competitiveness of railway transport.
Container services enables one to form logistic chains
that meet the requirements of commodity producers,
transportation companies, operators, and other par-
ticipants in the commodity distribution.
The TLC system is primarily created in places
where freight flows concentrate and at junctions of
several types of transport under the transit traffic as
part of the development of intermodal carriers by
international transportation corridors, as well as where
regional containers and piggyback trains run. At pres-
ent, the low level of the TLC development is explained
by a weak degree of containerization, which forecasted
growth, imposes the need for them to spread.
The examples for the successful creation of container services
are the Chengdu (China)Lodz (Poland) route, the Baltika Tran-
sit container train in Baltic countriesCentral Asia traffic, as well
as Eurasia-1 and Eurasia-2 container trains. The project of the
Lithuanian railways that provide supplying freights in transit
through Lithuania from Chongqing (China) to Antwerp (Bel-
gium). Efficient logistic solutions also include supplying contain-
ers by creating interterminal railway services with base terminals
and a regular schedule of high-speed trains.
At present, more than ten Russian companies and
joint enterprises that specialize in some certain types
of activities participate in international European and
Eurasian container carriers. Thus, OAO RZhD Logis-
tics renders transport-logistic services and OAO
Transcontainer, the operator company; there are also
Vol. 27 No. 4 2016
410 FILINA
Table 9. Structure of the United Transport and Logistic
Company by traffic directions, %
Traffics 2011 2015 2020
Export 28 24 19
Import 21 24 24
Transit:
ChinaEuropean Union 1 9 25
ChinaCentral Asia 10 8 6
Domestic market 40 35 26
Source: [9].
terminals and container equipment under its supervi-
sion. Some international projects, especially in the
EuropeChina direction, is established with the joint
participation of OAO RZhD and foreign partners,
e.g., supplying the components of the motor cars to
the assembly plants in China.
United Transport and Logistic Company (UTLC)
was established in the CES EurAsEC by OAO RZhD
together with Kazakhstan and Belarus, the objective of
which includes rendering a set of transport and logistic
services in the sphere of the railway and intermodal
carriers, which will permit one to increase the capacity
of the transit containers up to 1 million TEU by 2020.
The control of the rolling stock in the total network
scale of CES EurAsEC will help to solve the problem
of optimizing empty mileage in the railway network
and the optimal use of transport infrastructure by
changing over part of freights from the motor trans-
port. The UTLC activity will positively affect the
development of economies of the aforementioned
countries and enable one to compete on equal footing
with the EU countries and China for the control of the
global transportation corridors, replicating the high
logistic technologies attracting the client base to the
railway system of the Common economic space for the
transit traffic of the freights in AsiaEurope direction
(Table 9).
As was mentioned above, the development of dry
ports plays an important role in the creation of termi-
nal-storage infrastructure, which operates according
to the common norms and standards. This technology
enables one to increase the handling capacity of the
seaports and the efficiency of the transportation pro-
cess, as well as to decrease the investment load while
forming the port infrastructure, the load of the street
and road network of the cities, and the ecological
effect on the environment and to reduce the transport-
logistic charges.
Following the international standards of preserva-
tion, the safety of the freights in intermodal service,
the formation of efficient logistic chains creates a
STUDIES ON RUSSIAN ECONOMIC DEVELOPMENT
greater opportunity for railway transport to orient
profitable carriers of valuable and high-tech freights
and increase the competitiveness of the industry. The
development of the international intermodal business
in the EastWest direction will follow the way to
improve the through service and provision of the opti-
mal route taking into account the economic interest
for all participants in the transportation and logistic
business.
The constraining factor of the spread of high logis-
tic technologies is a traditional approach to defining
economic efficiency, which, as a rule, is applied to
analyzing the cost structure of some products and ser-
vices. At present, the analysis of the efficiency of logis-
tics systems is based on the need for references of the
data on costs (profits) to the links that form them.
In the method of analyzing the efficiency of freight
supplies using logistic chains, a similar approach is
inappropriate, since the logistics system consists of
some separate elements, the financial components of
which are difficult to define due to the crossflow of the
costs from one link to another and commercial costs
associated with the complex of charges within the total
logistic chain. For an adequate analysis of the effi-
ciency of logistics systems, some authors [11] propose
comparing the results of the systems operation while
performing and not performing a given operation, and
the obtained difference in the costs (profits) will show
their limit values.
Thus, the development of the logistics business,
container and piggyback carriers and integration into
the Eurasian infrastructure of the railways means
transforming OAO RZhD into an international trans-
port-logistics holding. The companys business model
is formed based on directions that enable one to
achieve efficiency and competitiveness. It is assumed
that the growth of freight carriers and the companys
profitability will be achieved due to rendering the full
package of services; a contract for integrated logistics,
transit potential, and export-import traffics will be
developed; and a multimodal transport-logistic com-
pany will be formed.
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1. Report of the President of OOO Russian Railways
O.V. Belozerov at the extended final session of the
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2. Results of activity of OOO Russian Railways in 2013
and priorities for 2014. Report of the President of OOO
Russian Railways V.I. Yakunin, Zheleznodorozhn.
Transp., No. 1 (2014).
3. V. N. Morozov, To enhance the efficiency and coordi-
nation of rail transport. Loading in ports, Zhelezno-
dorozhn. Transp., No. 2 (2015).
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 DEVELOPMENT VECTORS OF RAILWAY TRANSPORT 411

4. F. S. Pekhterev and P. A. Shestakov, Prospects for the
development of freight traffic, Zheleznodorozhn.
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Trans-Siberian Railway, Zheleznodorozhn. Transp.,
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Filina, Valentina Nikolaevna, Cand. Sci. (Econ.),
senior researcher
Translated by Yu. Bezlepkina

STUDIES ON RUSSIAN ECONOMIC DEVELOPMENT Vol. 27 No. 4 2016

Reproduced with permission of the copyright owner. Further reproduction prohibited without
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