Notice: curl_setopt(): CURLOPT_SSL_VERIFYHOST no longer accepts the value 1, value 2 will be used instead in /home/admin/web/eastrussia.ru/public_html/gtranslate/gtranslate.php on line 101
How to build railways in the Far East on private investment - EastRussia |

Irkutsk
Ulan-Ude

Blagoveshchensk
Chita
Yakutsk

Birobidzhan
Vladivostok
Khabarovsk

Magadan
Yuzhno-Sakhalinsk

Anadyr
Petropavlovsk-
Kamchatsky
Moscow

This text is translated into Russian by google automatic human level neural machine.
EastRussia is not responsible for any mistakes in the translated text. Sorry for the inconvinience.
Please refer to the text in Russian as a source.

The general case of a private investment

How are the ways built by private companies transferred to RZD

The general case of a private investment
wa.

It is worth saying that the Far East Railways is one of the first highways where investment projects started on this basis. Back in 2007 on the line Lime - Chegdomyn was laid bypass 29-kilometer transfer Adnikan-Dublikan instead of the site, which fell into the zone of influence of the reservoir of Bureyskaya HPP. Two stations were built on its length, 41 Bridge was erected, including three more than 100 m in length. The cost of the bypass, financed from the federal budget (through Roszheldor), Russian Railways and RAO UES of Russia, then exceeded 5,8 billion rubles.

A few years later, Transneft, in the framework of the construction of the Eastern Siberia-Pacific Ocean pipeline, in accordance with the technical conditions for joining the infrastructure of the Russian Railways, in addition to its own station, Cargo, invested in the reconstruction of the Khmylovsky (FAR) exit near the Spetsmornefteport Kozmino. There were built additional ways and laid arrows. The Far Eastern Railroad, in its turn, began to approach approaches to traveling. The section of the road between Kuznetsovo and Khmylovsky stations was modernized, a junction was constructed at different levels and an additional bridge across the Partizanskaya River. In the Amur Region, the Olekminsky mine (which was shut down last year due to the economic crisis) in its time not only paved the access road from the field to the Olekma station, but also reconstructed several operating railway facilities.

On what conditions will the transfer of the fleet of Nakhodka-Vostochnaya Railways station be made until it is specified. It is worth saying that there are no precise rules governing the procedure for making investments by enterprises in the construction of railways, the cost of connecting production to the main railway network, and the distribution of property rights to these facilities. In each case, an individual approach works. In particular, the payment to Olekminsky mine for the reconstructed infrastructure, which became the property of Russian Railways, was made by offsetting the cost of services provided by the railway under the junction agreement. According to “Spetsmornefteport Kozmino” and the Khmylovsky junction, a solution was found by linking two interdependent contracts: to rent a shunting locomotive of the Far Eastern Railway, which worked at Gruzovaya station, and to rent the constructed tracks with arrows. A sort of mutual settlement was made, and on the expiration of a certain time agreement, Russian Railways became the owner of the new infrastructure.



The situation with the circumvention of the Lime-Chegdomyn line was more complicated. As the project was financed from three sources, the constructed objects were first registered in shared ownership according to the financing (RZD - 50%, Roszheldor - 25%, JSC RusHydro - 25%). In accordance with the law, the owners must fully bear the costs and receive income on property.

Meanwhile, their calculation with the distribution of interest holders on the use of common property in fact proved to be difficult, as well as the procedure for the return of investment between shareholders. A few years later, the objects of the Adnanan-Dublikan site were transferred to the balance of the operating organization of the Russian Railways.

Today, a nonstandard situation is taking shape with the future Nizhneleninskoe-Tongjiang (China) railway bridge. In addition to the bridge (of the total length of the 2,2 km facility, the Russian part is 310 m), other facilities should be completed, first of all, railway approaches to it and the new station Leninsk-2, which is designed to support the operation of the border crossing.

The financial operator of the project until 2014 was the Development Fund for the Far East and the Baikal Region (FRDV), then it was replaced by the Russian-Chinese investment fund created by the Russian Direct Investment Fund (RDIF) and China Investment Corporation (CIC). The customer of the Russian part of the infrastructure is Rubicon LLC, which is owned by the RDIF, FRDV and CIC. The cost of construction is estimated at 9 billion rubles.

Ten months are left before the scheduled deadline for the bridge. Therefore, it is time to decide the balance ownership of a transboundary structure. Today, all railway border crossings with China on the Far Eastern and Trans-Baikal Railways are under the jurisdiction of Russian Railways. The FERD is in favor of transferring the functions of the balance holder, although they understand that the situation is unusual, since the transition is based on private funds. The study of the issue will be dealt with by a working group established under the government of the JAR. The final decision is likely to be made at the level of the Russian government.

Independent analyst Alexander Redko considers it advisable that the new border crossing point be served by the Far Eastern road. This will ensure a seamless technological cycle for the transport of foreign trade goods. In addition, in Primorye, there was an unfortunate experience of the company "Golden Link", at the beginning of 2000-x operated border crossing Kamyshovaya - Hunchun, then ceased transportation and eventually became bankrupt.