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Thread: Economic News from Russia

  1. #21
    Veteran Member alb0zfinest's Avatar
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    And in other economic news: Moscow has built two new skyscrapers that will serve business of all kinds

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    A falling currency can be a mixed blessing. It makes your exports cheaper which is good for manufacturers seeking to be competitive, but it also makes the cost of imports higher so can lead to higher costs for food, raw materials and imported goods. This again gives manufacturers in that country a slight advantage in the home market if they can sell things cheaper than imported goods, but it only works if you make a lot of things.
    Food prices can go up if a country has fully embraced free trade and thus national companies have to buy produce at international prices, so I'd expect food costs to rise.
    A falling rubble will likely hurt Gazprom and the other resource companies profits too.

  3. #23
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    Quote Originally Posted by Albion View Post
    A falling currency can be a mixed blessing. It makes your exports cheaper which is good for manufacturers seeking to be competitive, but it also makes the cost of imports higher so can lead to higher costs for food, raw materials and imported goods. This again gives manufacturers in that country a slight advantage in the home market if they can sell things cheaper than imported goods, but it only works if you make a lot of things.
    Food prices can go up if a country has fully embraced free trade and thus national companies have to buy produce at international prices, so I'd expect food costs to rise.
    A falling rubble will likely hurt Gazprom and the other resource companies profits too.
    failing ruble will not hurt Gazprom, Gazprom barely import anything, besides luxury cars and simular goods. Same applies to other resource companies. They will actually win.
    Main reason of weaking ruble is defecit of government budget, any consequences is just side effect
    Caedite eos. Novit enim Dominus qui sunt eius.

  4. #24
    Veteran Member RussiaPrussia's Avatar
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    Quote Originally Posted by Albion View Post
    A falling currency can be a mixed blessing. It makes your exports cheaper which is good for manufacturers seeking to be competitive, but it also makes the cost of imports higher so can lead to higher costs for food, raw materials and imported goods. This again gives manufacturers in that country a slight advantage in the home market if they can sell things cheaper than imported goods, but it only works if you make a lot of things.
    Food prices can go up if a country has fully embraced free trade and thus national companies have to buy produce at international prices, so I'd expect food costs to rise.
    A falling rubble will likely hurt Gazprom and the other resource companies profits too.
    gazprom and other raw material companies are exporting their stuff in dollars. Second russia has a lot of domestic energy production it doesnt need imports that much.

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    Veteran Member RussiaPrussia's Avatar
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    VOICE OF RUSSIA The Russian government will present a program for the construction of new hydroelectric power plants on-Amur tributaries in the Far East before the year end. The President ordered to Vladimir Putin.
    As the Kremlin said on Saturday, aims to measure from it to avoid problems with the drainage of water in times of flood.
    Currently, about 135,000 people are affected by the flood in the Russian Far East Amur region. About 14,000 homes are under water.

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    Restylled Gazelle seeks to increase market share in Russia, Turkey



    September 24, 2013 Daniil Zhelobanov, special to RBTH
    This year one of Russia's leading truck producers launched production of its new model, the Gazelle Next. Experts predict a European debut is not far.

    GAZ Group in April unveiled the second generation of its light commercial vehicle (LCV), the Gazelle Next. And even if the new model doesn’t turn out to be the nationwide best-seller in Russia that its predecessor was, it has come to the market at the right time.
    “The market was waiting for something new,” says Airat Khalikov, a Moscow-based Veles Capital analyst. “The previous Gazelle was outdated and was being ousted by foreign makes, [such as] Ford and others.”
    GAZ broke into the LCV market in the post-Soviet era of the early 1990s, when there was no LCV market to speak of. The few dozen thousand such vehicles that were produced were mostly used as special-purpose vehicles. However, the number of small companies in Russia mushroomed and the undemanding, cheap commercial vehicle offered by GAZ proved popular.

    With some parts poached from the Volga car also made by GAZ, simplifying servicing the vehicle, the Gazelle became a success. Over the next 20 years, more than 1.5 million Gazelles were produced and the brand entered the Russian language as a word for “light truck.” A few spin-offs appeared, too — the Sobol people carrier and the medium-heavy Valdai truck, for example.
    Still the unchallenged leader in the LCV segment, by 2012 some 90,200 Gazelle LCVs had been sold, according to the Association of European Businesses. But as the Gazelle dated and buyers became more demanding, GAZ lost market share to foreign rivals — in 2012, Volkswagen, Ford, Peugeot and Fiat sold 44,800 LCVs in Russia, with Volkswagen increasing its sales by 31 percent (to 16,100). Gazelle sales, meanwhile, stayed the same.
    And so the Gazelle, which initially used only domestically made parts, went through several modifications, at a total cost of five billion rubles ($150 million).
    The result is a complete restyling: it has a diesel engine from Cummins, ZF steering, Mando dampeners, Anvis anti-vibration parts, Bosch and Mando brake elements, a CSA Castellon adjustable steering column, a Sachs clutch, Takata safety belts, a Delphi climate system and an Isringhausen driver’s seat.
    Both the old and the new models will be assembled on the same line. “Our models have a great future both inside the country and, I hope, abroad… We are working to make such changes in all the production spheres, and GAZ is an absolute example for all the other sectors,” said Prime Minister Dmitry Medvedev at the launch of the new Gazelle.

    GAZ is already pushing ahead with exports. In autumn 2012, GAZ Group President Bo Andersson said the CIS accounts for about 15–20 percent of its sales. In addition, the company plans to export to Europe, where the Cummins engine, which matches the Euro-5 standard, should be quite competitive.
    “A very strong argument in favor of buying Gazelles is that all our vehicles are getting more and more parts from various European suppliers,” says Mr. Andersson.
    In November 2012, GAZ began exporting Gazelles to Turkey. And with the launch of the more competitive Gazelle Next the company will target Poland and Germany.
    Its producer points out that the Gazelle Next offers the best guarantee terms in its class: now in Russia it includes three years or 150,000 kilometers. “Priced at €19,000, the vehicle is in a class of its own, because European and American LCVs cost at least 30 percent more,” said GAZ Group in a statement.

  7. #27
    Veteran Member RussiaPrussia's Avatar
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    Will Lada's joint venture with Renault-Nissan save Russia's car industry?




    September 24, 2013 Mikhail Volkov, special to RBTH
    Russian-branded cars will soon regain their international roots with a debut in Western Europe following a painstaking modernization by partners Renault-Nissan.


    “My friend had one which I liked so much, I just had to have one of my own,” says Neil Chowney of Winchester in the U.K., illustrating the devotion Lada owners around the world have for their vehicles. That was seven years ago. Now Mr. Chowney has two Ladas - a 1.7-liter fuel injection Niva off-roader and a 1.5-liter Riva four-door saloon.
    “What I like the most about them is their rugged simplicity,” says Mr. Chowney, who for the past three years has been running a business importing spare parts for the cars. “You can fix them at the side of the road without any special tools.”
    And he really enjoys taking his Niva - also sold as the 4x4, Bognor Diva, Job, Taiga, Sport, Bushman and VAZ-2121 in various markets world-wide - off-road. “It may not be very fast but it’s very good off-road,” says Mr. Chowney.
    While Lada may be the best-known marque outside of the country, Russian car making stretches back to Tsarist times when vehicles based on German designs were hand-produced in Riga in modern-day Latvia.

    The first mass-produced autos, however, were licensed versions of Ford’s A-model made at the GAZ factory in Nizhny Novgorod in 1929. Over 40,000 GAZ-As and GAZ-AAs were made until World War II required that the plant switch entirely to military production of trucks and jeeps.
    “Initially the USSR didn’t have its own automobile technology or specialists,” explains Oleg Afanasyev of leading Russian truckmaker KAMAZ. “It was a question of spending 10-15 years developing its own models and remain technologically far behind world leaders, or use foreign technology to set up production locally.”
    After World War II, car production really took off powered by an economic boom and expansion of the middle class, with the Soviet government once again relying on Western technology to manufacture a car for the masses.
    The VAZ plant in Togliatti (named after Italian communist Palmiro Togliatti) was constructed in partnership with Italian car maker Fiat in 1966-70 and would come to produce what is now known as the “Classic” Lada - also marketed as the Signet, Nova and VAZ-2101, 2102, 2103, 2104, 2105, 2106 and 2107 - in the various countries in which it was sold.
    In 1967, the year of its launch, the “Classic” took the European Automobile of the Year award and by the time production stopped last year, some 20 million had been sold.

    For mainly domestic sale, GAZ also produced the Volga passenger car, the Chaika limousine (for the Communist Party elite) and the Moskvitch passenger car, manufactured in the cities of Izhevsk and Moscow when the Soviet Union acquired an entire Opel manufacturing line from Germany after World War II.
    By 1985 the Soviet Union was producing over two million vehicles (including 1.2 million passenger cars) annually, making it the fifth largest producer in the world.
    The fall of the Soviet Union and subsequent economic decline hit the country’s automobile industry hard: among passenger cars, only Togliatti-based Lada sedans and Ulyanovsk-based UAZ off-roaders and SUVs survived for any length of time.
    Falling import tariffs and rising consumer incomes in the 2000s further hurt local automobile producers as their primary competitive advantage, low price, was eroded with increasingly wealthy local consumers demanding a better product.
    Sales of new cars under Russian brand names dropped to 580,000 last year from a peak of 920,000 in 2002. Lada still sells the top three most popular passenger models in the country, however: the Priora, Granta, and Kalina, according to the Association of European Businesses.
    To boost flagging prospects, local companies have again turned abroad for assistance, with alliances like Ford-Sollers and Renault-Nissan-VAZ. And this in turn, at the same time as offering foreign players improved access to the Russian market is providing the opportunity to revive exports of Russian-made vehicles.

    In March, Renault-Nissan-VAZ announced plans to export its new economy-class Lada Granta sedan to Germany, France, Serbia, Bulgaria and the Baltic countries.
    The demands of export markets are pushing up standards, says Alexander Shmygov, head of VAZ’s press service. “European customers have higher demand for design and other criteria, which pushes us to develop safer and cleaner cars. The cars all meet the Euro-5 ecological standard.”
    Andrei Beryukov, head of Yo-Avto, Russia’s first producer of hybrid cars scheduled to debut next year, believes that news of the modernization carried out by Renault-Nissan at the Lada plant has already revived foreign interest in Russian-made cars. Yo-Avto is also in negotiations to export the company’s first model in the coming years, he adds.
    It may no longer be being made but the enthusiasm for the “Classic” Lada shows no sign of diminishing. CA quick search of the Internet reveals clubs of like-minded enthusiasts across the globe . And they all still appear to be having a lot of fun.

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    Expert: Russia controls almost half of the world tank market

    Russia with a share of nearly 50 percent in three years to dominate the world market for new battle tanks, as military expert Igor Korotschenko.
    2013 to 2016 1552 new battle tanks worth of 8.98 billion U.S. dollars will be sold worldwide, Korotschenko, director of the Moscow Research Center for World Arms Trade (CAWAT) and editor in chief of the magazine "National Defence" said on Wednesday. This was clear from already concluded contracts, letters of intent signed and organized tenders out. The Russian share of it will constitute about 48.8 percent with 758 tanks.
    From 2009 to 2012 in 1527 new tanks for 8.32 billion U.S. dollars have been delivered worldwide, the expert continued. Russia has exported 806 tanks (52.7 percent of total world exports) in this period. In terms of value are accounted for by the Russian exporters $ 2.58 billion, or 31 percent.

    MOSCOW, 25 September (RIA Novosti).


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    Russia to Use WTO to Protect Domestic Producers

    SOCHI, September 28 (RIA Novosti) – Russia will actively use World Trade Organization mechanisms to uphold the interests of domestic producers who have suffered as a result of restrictions against them, Economic Development Minister Alexei Ulyukayev said Saturday.
    Russia, which joined the world trade club as its 156th member in August 2012 after 18 years of negotiations, is going to make an active use of its WTO membership as “an instrument to protect the interests of our producers and exporters,” he told an international investment forum in Sochi.
    That involves not only consultations but also the filing of lawsuits via WTO committees to “lift the restrictions that are currently in force against Russia and Russian companies,” the minister said, adding that at present there were about 70 prohibitive or restrictive measures of that kind.
    “We are working to have them lifted,” he said. “Last year, 16 such measures were lifted, and another five in the first half of this year.”
    That has saved hundreds of billions of rubles for Russian producers, according to the ministry’s estimates.
    Ulyukayev said in July the Russian government had approved an array of measures it hoped would boost growth, including the tackling of problems related to Russia’s WTO accession, in particular supporting domestic enterprises that, the minister said, had suffered as a result of cuts in export duties.

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    The per capita production of poultry meat is 26.6 kg, while the per capita consumption is 29.3 kg, the Ministry of Agriculture

    Russia wants to boost the production of poultry meat in 2020 to over six million tons per year, according to its Ministry of Agriculture.
    According to the Russian Statistics Office Rosstat Russia had produced in the past year, 5.1 million tonnes of poultry meat in human weight, accounting for 42 percent of total meat production in Russia. Russia's meat export consists of only ten per cent of poultry meat.
    In recent years, more than 300 billion rubles were invested (one euro = about 48 rubles) in the reconstruction and modernization of more than 400 companies in the poultry breeding.
    In the present structure of the Russian poultry market makes chilled meat from 50 to 60 percent. Recently, several large farms were handed over to the production of turkey and duck meat.
    The per capita production of poultry meat is 26.6 kg, while the per capita consumption is 29.3 kg, the Ministry of Agriculture.

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