ON EARTH AND IN THE SKY

Transsiberian route needs a new organization system


  • We must use the reserves
  • What are the obstacles?

Boris Lapidus
head of the economy department,
Ministry of Communications

        TransSiberian corridor'sBoris Lapidus technical possibilities allow to transport about 200.000 containers of transit cargo a year from the countries of the Asian-and-Pacific region to Western Europe. However, some factors counteract the exploitation of the route's capabilities to full extent. One of these factors is the absence of the chief freight forwarder who would realize the coordinated rates and guarantee control and maintenance for the containers moving along the route. Other factors are the following:
high cost of sea freight between the Asian-and Pacific ports and the East Port;
high rates on the railroads of Poland and Germany for the transportation of transit containers to Western Europe through TransSiberian route;
high rates and absence of the home freight carrier on the line between St. Petersburg and West European ports.
        High profitableness of external trade container transportation in the Russian transportation market led to the displacement of the Russian marine and automobile freight carriers by the numerous foreign companies working in Russia with the aid of their agents, joint ventures (often with 100 percent foreign capital) and by themselves. These facts, together with the lack of domestic marine container operators, led Russia to the loss of control upon the container transportation of transit cargo. At present, this situation grows worse because the Russian freight carriers and forwarding agents do not have sufficient experience and resources for the work in conditions of strict competition.
        Their work is uncoordinated, and so they weaken each other. At the same time, foreign operators usually enter into alliances to attain strong position in the market. For this reason they are the first to choose the routes of transportation. This results in redistribution of freight traffic not for the benefit of the Russian freight carriers.
        The existing rate of coordination between freight carriers and forwarding agents on the TransSiberian route is not sufficient. This coordination is carried out within the framework of the International Coordination Council for TransSiberian Transportation. The financial interests of the participants of cargo transportation are not coordinated. Therefore, transit potential of the TransSiberian route is not used. For the last years, the volume of transit cargo transportation along the TransSiberian route made just about 20 thousand of large-capacity containers a year as against 1981, when 140 thousand of such containers were transported.
         Analysis of the external trade transportation market proves that both foreign and domestic cargo owners, while organizing external trade transportation, prefer to collaborate with the single freight operator who provides the necessary container park, full set of services, and control upon the location of cargo containers during their movement along the route. In order to fulfil these tasks and to raise the volume of container transit transportation, it is advisable to organize the national company - operator of external trade transportation.
         This company must work under the patronage of the Russian Ministry of Transport and the Ministry of Communications. This company can exist as holding or consortium. It can include as its members such legal corporate bodies, as railroad operator for container transportation, automobile and transportation forwarding companies, freight terminals, Russian ports, Russian shipping companies, and investment companies (bank, insurance company). At present, a holding company or a consortium may have St. Petersburg Seaport joint stock company, East port joint stock company, Far Eastern Shipping Company, Siberian Aluminium group of companies, or Sovcomfleet joint stock company as its founders.
         The creation of such a company will contribute to the reduction of activities of the foreign container operators in the Russian market and their forcing out as well. This will also promote the development of inland container transportation. Preliminary calculations show that the creation of the intermodal container operator will make possible to reach the annual volume of transit transportation of 100.000 containers (and not less) by the year 2005.

ON EARTH AND IN THE SKY

Roads are our future


Nikolai Seregin, main assistant to the General Director of "Rosavtodor" explains how motorways for cargo traffic are being constructed.

         -How are Russia's roads being integrated in a unified international Nikolai Seregintransportation infrastructure?
        -Russia's road integration is using historically formed routes. They are the shortest and provide maximum effectiveness to the international roads in the Eurasian highway system, including trans-European corridors.
Due to Russia's favorable geographic position, the volume of international motorway links grew 12-15 % during recent years and the number of transportation means crossing our border into the EU countries increased by 10-15%. There have also been changes in the structure of traffic flow with an increase in heavy trucks and trailers.
However, the technical condition of a number of motorways that are part of the international network do not meet international requirements. The number of road sections with frequent traffic jams entering large congested cities has increased. A large number of road sections that run through developed areas over considerable lengths, do not have the required lane or shoulder width, as well as no dividing lines or flyovers at railway crossings with high traffic.
        Within the next few years, the upswing in Russia's economy will stimulate the growth of automobile transportation and increase the load on network roads, especially on those providing international and interregional links. Therefore the Russian Federation's national program for improvement and development of motorway networks will construct a modern road system that meets western standards. Rosavtodor has developed the project, which will be implemented until the year 2010.
        - How is Russia's geographic location used for cargo in the Europe-Russia-Caucasus and Europe-Russia-Central Asia routes?
        - Three pan-European transportation corridors run through the Russian Federation. Two of them already function as routes linking Europe with Central Asia and the Trans-Caucasian region with a minimum number of transfer points on the Baltic, Caspian and Black Seas. This drastically reduces transportation time and costs by eliminating intermediary reloading operations.
        Several proposals have already been prepared for the development of transportation corridors towards the east (Ekaterinburg - Chinese border) and in the direction of the Black (Novorossiisk) and Caspian (Astrakhan) Seas. This will continue the development of international transportation links between Europe, the Trans-Caucasian region and Central and South East Asia which is in the long-term interest of the countries in these regions.
        The shortest routes from Central and especially, Northern Europe run through the territory of the Russian Federation. The use of transport networks within the TRASECA project's framework will increase the costs of transportation. Nevertheless with the assistance of the EU, EEC, UN and UN ESCAPO, a corridor is being created along the western Russian border in the North-South direction. The Via-Baltica, TRASECA and Silk Way projects are also being implemented. This is in spite of the fact that Russian transportation links with Europe and Asia have been included in the Eurasian international railway and motorway systems, as well as in the pan-European transportation corridors. They provide shorter distances for cargo and passenger deliveries and are therefore, more economically competitive.
        The Russian Road Agency in collaboration with other transportation organizations is taking measures to entice international transportation operators to use the Russian infrastructure. Amendments have been made to the Agreement on International European Motorways to develop type "E" motorways in Russia, which provide a road network towards the east. West European countries will be linked to Central Asia through our territory. These issues were discussed with the participating CIS countries within the frame of the Intergovernmental Council of CIS Road Workers. The UN General Secretary approved the new routes and the Protocol on CIS international motorways was signed at an intergovernmental level.
        -Nearly three years ago, the All-European Conference in Helsinki declared that an extension of the international corridors to Moscow would create unique conditions for the operation of the Eurasian intermodal transportation system, which would rebalance technological and operational parameters. What has been done in this direction?
        - The Conference confirmed the economic advantages for Europe and Asia in using the networks of Russia and its bordering countries for intercommunication. Other countries that would also become accessible are Iran, Mongolia, China, India, North and South Korea and Japan. The conference defined concrete ways to further develop unified integrated transportation systems.
        The integration of Russia's motorways into the European network proceeded at a fast pace. At present three out of ten pan-European transportation corridors are operating in Russia. Practically the whole network of "E" type international motorways has been put to use in the Russian segment, which has a length of more than 16 thousand km.
        Following the 48th session of the Economic and Social Commission for Asia and the Pacific Ocean (ESCAPO) a complex project for the development of a land transportation infrastructure in Asia was adopted (ALTID). It was supported by a number of CIS countries including Azerbaidzhan, Armenia, Kazakhstan, Kirgizstan, Tadzhikistan, Turkmenistan and Uzbekistan. The groundwork for a Eurasian link through Russian territory is being prepared within the frame of the Intergovernmental Council of CIS Road Workers and the ALTID program.
        The Russian proposals are supported by a number of participating Asian CIS countries. At present, joint research is being undertaken for an alternative route to TRASECA and the Silk way, as well as financial viability studies.
        The Russian Federation began developing a national plan geared towards the realization of the UN ESCAPO's goals under the ALTID project. This plan pays great attention to the development and improvement of routes within the Eurasia transportation corridor using motorways to connect Russia with Kazakhstan, Mongolia, China and the Korean peninsula. The present research work will define the best routes for these international motorways and the mutual benefits for cargo transportation.
        In November 1998, the Russian Federation sent the UN ESCAPO Secretary a proposal for including Russian motorway sections in the international network of Asian highways. In January 1999, the proposition was accepted. The routes were developed in accordance with the parameters for an international "A" type network suggested by ESCAPO, including its road specifications and the preservation and development of historical links between the region's countries. These routes answer to the interests of all countries participating in the project. It is important to distinguish the four main routes connecting the Russian Federation with Middle Asia, China, Mongolia, and the Korean peninsula:

  1. The Byelorussian border - Moscow - Samara - Chelyabinsk -Omsk - Novosibirsk - Krasnoyarsk - Irkutsk - Chita - Khabarovsk - Vladivostok. This transcontinental motorway has 13 offshoots along the Southern settlement band in Siberia and the Far East.
  2. Kursk - Voronezh - Saratov - Ozinki. This route provides the shortest link between Kazakhstan, Ukraine and Central Europe. It is also connected to Asian highways.
  3. Kamensk - Shakhtinskiy - Volgograd - Astrakhan - the Kazakhstan border. This route links Kazakhstan and its bordering countries with Central and Southern Europe. It is connected to the Asian network system.
  4. Vyiborg - St. Petersburg - Moscow - Volgograd - Astrakhan - Makhachkala - the Azerbaidzhan border. This route links the Trans-Caucasus and Middle Asia with Northern Europe. It is connected to one of the Asian network's main highways.

Interview by Anatoly Stepanov.

ON EARTH AND IN THE SKY

Let polar aviation be!


  • "Too many cooks spoil the broth"
  • Return to life
  • Center in the northern capital

Boris Boozinnik
Prorector of Civil
Aviation Academy

         Deserted settlements. Closed mines and procession plants. People can not find jobs in the North, and don't have a chance to move to another place.
        Transportation in the North is in a difficult situation also. Only Barents-and-Baltic Boris Boozinnikregion (Leningrad, Murmansk, Arkhangelsk regions, and Karelia) of all spacious Northern regions have all types of transportation: trains, automobiles, sea and river transport, and aviation. In some regions aviation is the only type of transportation and stopping its activity means, in fact, breaking territorial integrity of Russia.
        Ground base of aviation in Northern regions was created and reconstructed for several decades. Airports in Murmansk, Arkhangelsk, Amderm, Salekhard, Tiksi, Pevek, Chersky, Chokurdakh, Anadyr, Norilsk, Magadan, Yakutsk have been built, equipped and are currently in operation. They can work with TU-154, and some of them are in reserve for IL-62. These airports are suitable for usage, and they can not be allowed to lose their suitability.
        The main reason of the crisis of aviation in the Arctic and the North is difficult economic situation in the country. But the problem is also caused by the disunity of the aviation. That is true that "Too many cooks spoil the broth". Aviation of the Arctic and the North reports to several regional directions: Northwest, Arkhangelsk, Komi, West Siberian, Krasnoyarsk, Yakutsk, and Magadan. Is not that the reason why polar aviation is the most economically unprofitable one and most difficult to operate including the flight safety?
         The specialists of our Academy see the solution of the problem, first of all, as reconstruction of the united leading body for polar aviation. Based on comparative analysis of existing air transportation system of the Barents region of Russia (Karelia, Arkhangelsk and Murmansk regions) and foreign aviation companies, especially Scandinavian ones, strategic planning of organization of this region's air transportation system has been suggested. It provides effective functioning of air transportation system of the Arctic and the North under conditions of market economy, taking into consideration the specific character of the privatization of aviation companies in Russia.
        We beleive that the most reasonable way is to create Polar Aviation state company with joint capital and state owned block of shares. Transfer of all aircrafts, aviation companies, airports, aviation-technical bases of Northern territorial departments to Polar Aviation will allow to concentrate our efforts, experience and responsibility for the Northern air transportation in one company. The capital of large companies, such as Gasprom, Lucoil, Norilsk Nickel, metallurgic plants and other large companies and organizations of the North should be attracted.
         Airplanes/helicopters stock should be concentrated in aviation companies of Polar Aviation joint stock company. It includes AN-24, IL-18, AN-26, AN-30, AN-70, AN-72, AN-10, AN-12, for they are most suitable for the North. In our opinion, it is reasonable to begin again the small-scale production of the most acceptable for the North aircraft IL-14 with the wheel and ski undercarriage (similar to production of SI-130 "Hercules" aircrafts in USA for Arctic and Antarctic), hydroairplanes and dirigibles. They can be irreplaceable and economically profitable for the unloading of sea transportat, transportation of large-size cargo for miners, oil industry workers, geologists, gas workers (if helicopters can carry up to 25 tons, dirigibles can carry up to 50 or even 100 tons).
        Of course, marketing of all possible customers of air transportation should be carried out, the needs not only of the Northern Sea Route, but Russian companies and enterprises should be considered. Many problems should be solved, for example, the changing of large airports of the North to transit ones (reserved for fuelling) for aircrafts on flight through North Pole from Canada and USA, and from Europe - to the Asian-and-Pacific region.
        Forming of the market of air transportation and market infrastructure, demonopolization of the system of air transportation, elimination of organisation structures of administrative-command system that create obstacles to market economy - all this is impossible without the participation of administration of Northern subjects of the Russian Federation. Civil Aviation Academy is ready to carry out all the amount of research works connected with the foundation of Polar Aviation Russian joint stock company. It is clear that to solve transportation problems of Russia and, first of all, North, we will train and retrain aviation personnel.
        The important fact is the place of location of leading body of Polar Aviation. I am sure that Polar Aviation should be located in St. Petersburg - northern capital of Russia.

ON EARTH AND IN THE SKY

The air bridge connects three continents

Transporting passengers over the North Pole


  • Does the America-Europe-Asia air transit bridge take advantage of Russia's geographic location?
  • Not long ago, passenger flights over the North Pole were but a dream. What is the situation now?

        Vladimir Goriachev Mr. Vladimir Goriachev, Deputy Director of the Russian Federal Air Transportation Office, answered these and other questions at a round table during the St. Petersburg Economic Forum...

        The Russian aviation system only serviced domestic flights within its national air space, including the Arctic region. There were no regular foreign airline flights into the Arctic. The needs of national consumers and of those living in polar stations brought about the creation of aviation support along the North Sea Route. Dispatcher points were set up and put into operation in order to serve those flights.
        As aviation technology progresses, international air carriers are beginning to make use of the unique geopolitical location of Russia's air space. A simple drawing shows that most possible routes between Europe, America and South East Asia (whose economy is developing rapidly) all cross Russian air space.
        And what if we add routes from America to India? Or maybe those to Africa?
        One can hardly question the uniqueness of our geographic location. If properly utilized, our national air space is unquestionably capable of solving the country's economic problems as well as those related to national security.
        There are several important dates in the history of regular flights over the Arctic. First and foremost, June 17, 1992, when the Presidents of Russia and the US signed a memorandum for the creation of short flight routes between North America and East Asia. The Russian-American group, RAGGAT, was given the responsibility of establishing air bridges between the two continents. Almost three years later, at a meeting in Bangkok, the Russian delegation presented their proposal for polar flight routes. On April 4, 1998, a high-level group, ITASPS, was set up for the international coordination of intercontinental flight routes.
        The goal of Russia's proposal in Bangkok was to create a direct communication through Russia's air space between cities that had previously not had such links. In essence, they proposed new aviation lines, i.e. four polar air routes. International air carriers were the first to support the idea.
        The new international air routes were to pass over the Arctic Ocean. The delegation proposed the shortest flight routes between North America and South East Asia. A decree from the Russian Federation prepared various demonstration flights between North America and India/Pakistan; between North America and Burma / Kampuchea / Malaysia / Singapore / Thailand / Indonesia; between North America and China / Hong Kong / Taiwan / South Korea. The demonstration flights were to be undertaken by U.S. air carriers to identify the operating characteristics and flight conditions along the new routes. According to calculations made by several air carriers, these new routes would save them roughly 100 million USD a year.
        The results from the demonstration flights were positive. They proved it was possible to maintain international air traffic at low temperatures. In late April this year, a decision was made to continue demonstration flights until October 1st. Regular polar flights will soon open.

ON EARTH AND IN THE SKY

On the thoroughfares of the city


Vitaly Zentsov
Deputy Chairman of the Committee
for City Planning and Architecture
of the St. Petersburg Administration

  • The city traffic is growing..
  • Ring Road and High-Speed Diameter...
  • Historical centre and the Neva Banks...

        The road and transport infrastructure of the metropolis called St. Petersburg satisfies not only the needs of the city proper and supports the reliable connections of the Northern Capital with other Vitaly Zentsovregions of the country. By its geopolitical location this city also serves as a bridge between Russia and Eastern and Western Europe, Baltic and Nordic countries contributing to the development of trade and economy, scientific and cultural contacts and tourism. The city is crossed by the 9-th Multi-modal Corridor, to which our city adds strong port complexes and a well developed network of roads and rails as well as good air transport facilities.
        This location of our city facilitates the development of its economy and at the same time puts forward certain requirements that its transport infrastructure should meet.
        Today the road-transport system of the city is overloaded by the local and inter-city traffic. The greater St. Petersburg according to the official statistics has one million vehicles registered, 60% of which is operating on a continuous basis. The number of cars increased from 1992 to 1997 up to 160 vehicles per one thousand of people. By the year 2005 it is predicted that their number will grow to 250-300 units. Average daily traffic at the city entry roads has reached 180 thousand of vehicles, one third of them being trucks, 10-12% of the total traffic come to the city in transit.
        The total length of the roads within the city limits is 2 186 km, two third of it are the major city streets. The development of the city-road network is still lagging behind the growth of the traffic, resulting in certain problems. At the approaches to the city, on week-ends in particular, as well as in downtown and across city bridges with their approaches transport jams have become a regular feature.
        The Government of the city pays great attention to the development of city transport infrastructure, its up-grading and landscaping of adjacent areas as well as to a better management of the transport flows. The road construction and up-grading projects are based on a system approach aiming at step-by-step development of the transport network with adequate results. The following are but a few examples.
        The first section of the Ring Road is under construction, from Gorskaya to Priozersk Highway. Design documentation for the next section (Bronka Railway Station- Tallinn Highway) has been almost completed. As soon as the Ring Road becomes a full circle, vehicles in transit will not enter the city any more. The transport carriers and goods owners will be in a more advantageous position, while the city will have a better, clean environment since the amount of car discharges will go down. The transport safety within the city will improve. Architectural monuments, the pride of the city, will be better preserved experiencing less vibration; street noise will be also mitigated.
        There is also project of a High Speed Western Diameter, that when constructed, will connect business and industrial city areas with its full fledged transport hubs (sea and river harbours, Pulkovo Airport, Railway Stations and Multi-Modal Cargo Terminals located at the thoroughfares leading to Moscow, Baltic and Nordic countries.
        It is planned to complete the design of a network of multi-level road junctions (that will allow the cars to move without waiting at cross-roads) as well as high-speed roads, the absence of which has become an obstacle to the city's life and further development.
        Completion of Ushakov Bridge Junction (Primorskoye Highway at the city exit) was an important event. Also a bridge was built over the railway track in Sestroretsk. Roads are being up-graded in the vicinity of the Staraya Derevnya Underground Station, projects are implemented that up-grade the roads at the city entrance along Primorsk, Vyborg, Murmansk, Moscow, Tallinn and Pulkovo highways.
        To speed up the construction and revamping of transit roads and with due consideration of the problems of project financing from the federal or city budgets it was decided to develop a proposal to set up toll roads.
        Historical centre of the city also gets its share of attention. Using advance technologies road and sidewalk pavements are renovated, these are Admiralty Avenue and Konnogvardeysky Avenue, Nevsky and Liteyny Avenues, Birzhevaya and Vladimirskaya Squares. The number of "no cars" zones is mushrooming, they are Malaya Konnyushennaya and Malaya Sadovaya, just to name a few. Truda Square reconstruction is coming to an end, it is the first site in the city where the underground space is used in a semi-functional mode, Sennaya, Suvorovskayas and Konnyushennaya squares are waiting for their turn.
        All the banks of the Neva River are including in the City Planning Scheme of building non-stop distribution junctions. The first sections (on the right Neva bank -Okhtinskaya and left bank Smolnaya) have been finished. The rehabilitation of Sinopskaya and Aptekarskaya embankments will follow.
        Much efforts are focused in making our northern capital worthy of its name. Granite embankments, steps down to the water, lamps on the embankments and houses facing the river have been repaired and renovated. It is a welcoming feature that funds for these jobs have been allocated not only by the city government but by city private sector as well. In this connection we can mention Mr. Konstantin Filkov, Director of the Educo-Centre (Sinopskaya Embankment) and others. Architect Vladimir Popov created a beautiful metal fence behind Smolny Building facing the river. We soon shall see beautiful embankments of the upper Neva that will favourably compare with those in the lower Neva reaches.
        It can be pointed out that all the designs are quite bold and of high quality. This is the opinion of not only our people, but the same was stressed by many foreign experts.

ON EARTH AND IN THE SKY

Sea charts and sailing directions

We feel helpless without them


Evgeniy Kluev
Head of the State Hydrographic Enterprise
Ministry of Transport (Mintrans) of Russia

        Among the dozens of St. Petersburg organisations taking part in Arctic commercial development, our hydrographic organisation Evgeniy Kluevis among those without which it is impossible to carry out river and sea shipping in the Northern Sea Route region. Together with our branches in the ports of Arkhangelsk, Dickson Island, Igarka, Khatanga, Tiksi, Cape Verde, Pevek, Providence Bay we have been ensuring safe navigation in the Arctic for more than 65 years. We have executed topographical surveys along the coastal zone of the mainland, the islands and the big Siberian rivers such as Yenisei, Khatanga, Lena, Indigirka and Kolyma covering a distance of more than 45 thousand kilometres and have also carried out soundings of more than 4 mln.km. on the shelf of the polar seas. We have thus eliminated more than 1200 navigationally dangerous instances.
        We have collected for many years the voluminous material, which has now become the national property of Russia. The length of the traditional route is equal to 3500 miles (6475 km.) while the length of the recommended routes for safe navigation is four times or so greater. Soundings continue on the Northern Sea Route. The purpose of these sea studies is to create new navigational charts, sailing directions, manuals, and handbooks. All ships are equipped with them. The routes themselves are provided with navigational equipment to maintain them at up-to-date level and to execute pilot steering on the rivers of Yenisei, Khatanga, Anabar and Kolyma. Navigators are informed about conditions and constant monitoring of vessels is carried out to prevent the contamination of the Arctic seas from oil products.
        However, we have only 21 hydrographic vessels and 10 auxiliary ones. The situation in Tiksinskaya and Kolymskaya hydrological bases is critical. We have no vessels to operate in the Bykovskiy fairway and the hydrographic vessel "Dunai" working on the Lena has no classification documents and is soon to be written-off. The fleet regeneration program provided us with three new vessels, which should have been delivered to us three years ago. What happened? The project has been ready for a long time. There are shipbuilding plants. Yet there is no money as usual. Nevertheless we continue the broad complex of works, studying different aspects of the Arctic water areas. For example, our hydrographic expedition is undertaking floor terrain surveys of Shtokmanovskoye and Prirazlomnoye deposits, which are of great practical importance. The problem lies in that we are not employing our full capabilities.
        Of course we would have more possibilities if the problems related not only to the present but also to the future of the northern hydrographic service were solved more rapidly. For example, for more than 25 years we have used radionuclide energetic installations as a power source for navigation. This system automates almost all navigational devices avoiding the use of navigational polar stations. But the life of almost all the radionuclide energetic installations (381 installations total) will come to an end in 2003. Mintrans and Minatom are aware of this and of the fact that the available navigational system does not even meet today's requirements.
        There are a good deal of other problems too. For example, it is necessary not only to develop monitoring and adjustment stations but also to create electronic navigational charts corresponding to the requirements of International Maritime and Hydrographic organisations. The problem of automate ship handling has yet to be solved. The ship electronic cartographic TRIS-100 system successfully tested on seven vessels and icebreakers was developed and certified three years ago. This new navigational system will allow us to give up the obligatory pilot steering of vessels on Yenisei, Khatanga, Anabar and Kolyma. The creation of a network consisting of 14 monitoring and adjustment stations of global satellite navigational systems on the Russian Arctic sea sector has yet to be finished in order to provide safe navigation conditions on the Northern Sea Route.
        This list of course, does not speak of all that has still to be done in both the present and the future.

ON EARTH AND IN THE SKY

Transit bridge at the connection of the continents.


Formula of development: accessibility, efficiency, quality, safety.

Oleg Dunaev
Deputy Chairman of
Economics Committee
for Ural region development programs, professor

         Ural region is unique in its way, because it is located at the connection of two continents: Europe and Asia. That geographic peculiarity let Sverdlovsk area and Ural region play a leading role in development of not only national, but also Euro - Asian transportation connections. A lot of most economically sound land and air routes, that connect European and Asian parts of Russia, the countries of Europe and Asian - Pasific Ocean area cross Sverdlovsk area. For instance, suffice it to say that density of the railways of general use in Sverdlovsk area is 182 km at 10 thousand of square km of territory (it is 3,6 times more than average in Russia). Density of automobile roads with hard surface in Ural region is 89 km at 1000 square km of territory. That is also considerably higher than average in Russia.
        Air transportation is carried out in Sverdlovsk area through "Koltsovo" airport - one of the biggest in Russia, that has the status of international one. It is suitable for all types of airplane because of its technical conditions. And that guarantee cooperation with foreign air transporters. The infrastructure of the airport was intended for internal transportation only for a long time. Now it is being reconstructed in three stages. The reconstruction will allow "Koltsovo" to reach the highest international class.
        International automobile transportation is carried out at Ural by the transportation companies - members of Association of international automobile transporters. The volume of automobile international transportation increased 3,5 times during last 5 years. Sverdlovsk area is now at the second place (after Moscow) in the volume of whole-sale trade at internal market and at the fourth (after Moscow, Tumen, St. Petersburg and Krasnoyarsk) in the amount of trade turnover with near and far foreign countries.
        Realization of competitiveness is the integral part of social-economical development strategy for Middle Ural. And in this connection - active using of economical potential of Middle Ural in development of transportation infrastructure of Russia, in creation of international transportation passages, as Europe - Asia, America - Asia.
         World practice shows that for promising development it is necessary to change from competitiveness between separate types of transportation to intermodal, combined types of transportation, large transportation systems that serve them and have integral center of organization and management of cargo delivery process. Role of operator as organizer of transportation and functioning of powerful goods transfer systems is increased distinctively in the systems like that. Unfortunately, in our country that technology of interaction of transportation companies on one side and their customers on the other side is not used yet and have to be not only worked through but also supported legislatively.
        In this connection the first thing to be done at Ural is creation of intermodal logistics terminal on the basis of Sverdlovsk railway in Ekaterinburg. In our opinion it is reasonable to found transportation - industrial logistics company as a joint-stock company with participation of metallurgical and machinery construction companies of the area, Sverdlovsk railway, "Koltsovo" airport, Association of international transporters, area government and Ekaterinburg administration.
        The need in express railway is also critical. That requires modernization of railways at the sections Ekaterinburg -Perm -Moscow (for goods container transportation) and Ekaterinburg - Kazan - Moscow (for passenger transportation). Further modernization of "Koltsovo" international airports for increase of transit passenger transportation and development of cargo air transportation in containers is required. Containerization of transportation, by the way, is our main link in the strategy of innovation renewal of production of Sverdlovsk area economics.
        Development of the second European transportation passage requires working on the project of international highway Ekaterinburg-Moscow (connected with Berlin-Paris). It is reasonable in this connection to consider possibility of creation of consortium with participation of international and Russian finance institutes, private Russian and foreign investors with support and guarantees of the subjects of Ural Region Federation and Russian government.
        We also have to think about raising the competitiveness of Russian automobile transporters at the market of international automobile transportation services. And that have to be done on the account of reduction of expenses on purchasing and maintenance of automobiles, that meet the requirements of European Union. Only during last two years competitiveness of automobile transporters of the area at the market of international transportation service reduced for 3,9 per cent. The part of the automobile transporters of the area is only 7,7% of export-import goods transported in Sverdlovsk area by international automobile transportation. As a result, area budget received millions roubles less.
        Our legislative and executive authorities have to develop the system, that stimulates international transportation by local transportation organisations. Modernization of transportation and its close interaction with all branches of region economics are also required. Without it we can not lower transportation tariffs and raise competitiveness of Ural goods at internal an international markets.

ON EARTH AND IN THE SKY

Safety is our main goal


Nikolay Reshetov
General Director
Russian Maritime Register of Shipping

         Freight and passenger transportation on the Arctic Николай Решетовseas requires special navigation safety and ship reliability.
        The oil and gas extraction from new shelf deposits in the Russian North Sea call for the construction of offshore drilling platforms and complex engineering structures. Special Arctic ships and icebreakers are needed to carry oil, gas, nickel, copper and other raw materials throughout northern Russia. These vessels are also needed for the transportation of transit cargo from Europe to the Far East along the Northern Sea Route and for the delivery of goods to Russia's northern ports. In accordance with government rulings, the Russian Maritime Shipping Register works as a complex engineering center. The Register unifies the technologies and equipment of ships and offshore platforms. Its goal is to improve navigation safety and to preserve the Arctic marine environment.
        The government's decision was not accidental. According to the merchant shipping code, the Register is Russia's only government institution responsible for the technical supervision and classification of vessels. The Register has ample experience in marine operations in the North and on this basis, constantly improves the requirements for vessel classification and construction while also developing new ones. The purpose of this work is to provide safety in navigation and to protect the environment. The Register goal is to guarantee the safety of a vessel under permissible sailing conditions. Under contract with the Lucoil Arctic Tanker Company and in accordance with the Register's requirements, a series of Arctic tankers for ice navigation is being constructed in German dockyards and in the St. Petersburg Admiralty shipyard.
        The Register collaborates with international organizations connected with the problems of Arctic navigation. For instance, it cooperates with a team from the International Marine Organization, which is developing the International Safety Code for Vessels in Arctic Waters. The Register is also a member of the International Association of Classification Societies, which participates in the development of standard requirements for all Arctic vessels.
         The Register's scientific research on this topic has resulted in the creation of specialized computing techniques and computer programs. By the end of the XX century, these classification societies began to use statistical probability methods for risk evaluation in the exploitation of vessels and drilling platforms. This is especially important for the construction of ice-resistant drilling platforms that extract oil and gas from the Arctic shelf. In this regard, the Register has begun to study statistical probability methods that foresee extreme situations and evaluate possible risks in the exploitation of ships and marine constructions. The goal of this study is to minimize risk factors on the Arctic drilling rigs.
        Sailing along the Northern Sea Route has always been dangerous, as it is partially covered with ice. For this reason, the Register is presently developing a new project together with the Krylov Central Research Institute, the Central Research Institute of the Marine Fleet, and the Institute of the Arctic and Antarctica. The purpose of this project is to evaluate, anticipate and lower the risks for ships sailing along the Northern Sea Route.
Русский Archive Contact us all magazine your mind content all block anons