Interview with the head of the USC Alexei Rakhmanov
The Kommersant newspaper under the heading “Now absolutely everything works on the buyer's side” published an interesting interview with Alexey Rakhmanov, General Director of United Shipbuilding Corporation (USC).
The United Shipbuilding Corporation (USC) this year completed one of its key projects - the atomic icebreaker Arktika. The general director of USC Alexei Rakhmanov told Kommersant about how the deadlines for other orders, the modernization of Admiral Kuznetsov and the need to adjust the pricing for civilian vessels are being met.
- How many ships will USC hand over this year?
- It is always a little premature to talk about the results until the year is over. I can only say that in terms of revenue we will definitely be in the parameters of 2019. In principle, everything is going quite well in our civilian life, about 21 vessels should be handed over. By mid-November, 13 vessels of various classes have already been delivered to customers, including the 60 MW nuclear icebreaker Arktika, the 25 MW diesel-electric icebreaker Viktor Chernomyrdin, the Mustai Karim passenger cruise ship, two fishing trawlers Barents Sea and Vasily Kaplyuk ", as well as dry cargo ships. Seven more vessels are preparing for handover: three dry cargo vessels RSD59, two cargo pontoons, tanker RST25, cargo-passenger and rescue vessel. 18 new contracts signed. Another 500 billion rubles. contracts in progress: their conclusion depends on state support measures,
- What is the situation with new orders?
“We received orders for only seven crab catchers of 35–37 pieces - this, as you can see, is not the most impressive result. However, it is worth remembering that our enterprises are heavily loaded with the production of current fishing vessels under investment quotas. As a result, five crab catchers are building Krasnoe Sormovo, which has never produced vessels of this type and with such a draft. The situation became possible within the framework of the implementation of the concept of a distributed shipyard - when a company can start building a steamship, and then transport, complete and deliver at the sea bases of USC enterprises.
Also among the orders of the corporation are two passenger ships of the A45-90.2 project at the Nevsky Shipyard. We have started construction of four self-propelled rotary bucket dredgers that are needed for dredging - as part of the reconstruction of inland waterways. And, of course, we are in line with the schedule for the construction of support blocks for the Kamennomysskoye-Sea field for Gazprom.
In total, as of November, we have 111 contracted and ongoing orders of civil shipbuilding.
- And what about the military orders?
- We discussed the state defense order issues a lot during the year. An important contract at the Amur plant is for the construction of six more corvettes. It provides a steady growth in revenue, which we see in the framework of the financial recovery program of the ASZ. But a difficult story remains, connected with the fact that the marginality of military and civil orders is low, and we also need to develop in such difficult conditions. We try.
- You recently stated that you expect to achieve parity between military and civilian products by 2030. How? By reducing the military order?
- We do not give up plans. But much will depend on the extent to which the naval shipbuilding program is funded. Until recently, the program was considered a general guideline for us - in terms of what the fleet needs. And now more and more - and we are very happy about this - the Navy realizes that it is necessary to forecast and develop a family of submarine and surface ships for the life of this family or generation.
It turns out that we have to forecast 30–35 years ahead. This is the only way shipbuilding can live systematically: that is, when we understand that we design within the life cycle, then we build, then we form a large series of 7-12 units or more. By the end of the life cycle of this generation, we begin to design the next one, and by the time the ships of the previous generation are scrapped, we begin to produce replacement ones.
The same approach is promoted by all our "sworn friends". The Americans have such a policy. It is necessary to act according to the only possible and well-approved and understood principle of the product life cycle in the world. Long ago, all industries have proven this: from the automotive industry to the pharmaceutical industry.
- When will the new multipurpose nuclear submarine Kazan be handed over?
- Everything is going more or less normally. I hope we will finish the work by the end of the year.
- Are the last two strategic missile carriers 955A Borey-A laid on Sevmash?
- I will not answer this question.
- Will the corvette "Zealous", which should become the first corvette for the Black Sea Fleet, be delivered in 2021?
- We had a problem with financing the contract, which has been practically resolved to date. In general, there were problems with the current family of corvettes, since there were again improvements and changes in a number of systems. To date, they have also, in principle, been overcome. I hope that from 2021–2022 the family will move relatively rhythmically.
- Will India receive two Project 11356 frigates in the first half of 2024, as expected?
- Yes, everything is going according to the schedule, we have some delays in the supply of a number of types of customer-supplied raw materials and very small delays in payments associated with the pandemic. Now, when the appropriate amendments are made, I think the contract will return to its original schedules and timeframes - perhaps with minimal adjustments.
- At what stage is the modernization of the dock for "Admiral Kuznetsov" at the 35th shipyard? Has your conflict with the previous IIS contractor ended?
- We have no conflict. The company simply did not work and did not report to us for about 1 billion rubles. from the advance. IIS lost the court, and its appeal was dismissed.
As for the new contractor, with a delay of about four weeks from the deadline that was planned at the conclusion of the contract, we plan to complete the cofferdam and within the next one and a half months pump out water from the formed pool, so that not in May, as planned, but in June In 2021, put the "Admiral Kuznetsov" on a temporary basis for docking.
- What decision was made on the project of this dock? According to RBC, the second stage of modernization has risen in price due to the increased requirements for seismic resistance for the dry dock to 7.9 points.
- Bank guarantees have been issued, work is in progress, accepted, the advance is replenished as it is accepted. I think that we will be able to say that we have resolved the issue of seismicity as soon as we leave Glavgosexpertiza with the design documentation for the second stage. A reduced seismicity of 6 points is now assumed. This is the documentation that has been completed by the current contractor based on an assessment of similar construction parameters in that particular region.
In addition, the project of the Center for the construction of large-capacity offshore structures in Belokamenka was carefully analyzed. The previous contractor of TsTSS did not perform the design and survey work very informatively and with high quality, with which we suffer today, making adjustments even during the first stage. In one place they could not drive piles, they ran into granite boulders, about which for some reason no one knew before the start of construction. Elsewhere, our piles go 4–5 m below the design mark, and, of course, all this introduces some confusion. It is necessary to redo the pipe sheet pile, somewhere to lengthen, somewhere to shorten, somewhere to use leader drilling so that the piles enter, somewhere to chop boulders. How could one relate to the assessment of the state of the site?
Today, we have a contractor who has a design institute that takes on the responsibility of authoring support, while maintaining an independent - I emphasize - supervisory authority that oversees construction. Therefore, I hope that there will be no more severe deviations in construction.
- When do you plan to complete the dock upgrade?
- It all depends on how we approach work with Admiral Kuznetsov. If docking takes place as planned in 2021, delivery will take place in 2023. If we can postpone the docking of Admiral Kuznetsov to 2022 (closer to the end), then there is an opportunity to complete the main construction of the dock in the same 2022.
These are the schemes that we are now discussing with the command of the fleet. In our opinion, the top-priority completion of the dock will improve the Kuznetsov's modernization capabilities. However, the decision is up to the customer - he considers it necessary to remain in the current technical task or somehow revise it. So far - I repeat once again - all the efforts that we are directing to work are related to the fact that drydocking takes place in the summer of 2021.
- When, in that case, will the Admiral Kuznetsov be commissioned?
- At the end of 2022.
- Has the cost of its modernization changed?
- Basically, the changes concerned additional works that are contained in the so-called TTZ №2. All budget parameters have been agreed with the military. We do not intend to get out of it, even despite the elimination of the consequences of the fire.
- What is the cost of upgrading the dock?
- It depends on how we go through the second stage. According to calculations by TsTSS, due to seismicity, the rise in price was about 14 billion rubles. To remove speculation, we have done additional geophysical surveys. I will repeat myself once again, while this is a preliminary story, since we need a positive opinion from Glavgosexpertiza.
We expect that the seismicity parameters of the construction site will be made taking into account 6 points, and this will lead to certain budget savings. To date, the contracts have been signed based on a total budget of 23.7 billion rubles. Further, the savings will depend on the technologies in the second stage. I would like to note that, without waiting for this very second stage, the current contractor has practically already completed about 15–20% of the work in terms of preparing the dock bucket for the production of Admiral Kuznetsov.
- Is the work on the modernization of Severnaya Verf on schedule?
- The main contractor is on schedule.
- Is it primarily for military orders?
“We see the shipyard as a dual-use site. On the one hand, for military orders, that is, for all frigates, including modernized ones, if necessary for corvettes.
The idea is to build steamers in this boathouse with a readiness level of up to 90%. At the same time, to launch an almost finished product and then simply finish it up, conduct sea trials and transfer it to the customer. The new administrative building will be very close to production, all technologists are within walking distance. The scheme that we discussed with the designers is very well verified logistically.
- What is the total cost of the first stage of modernization? Previously, it was about more than 7 billion rubles.
- 1 billion rubles. spent on the construction of the coastal part, about 300 million rubles. will be spent on building communications, plus 4 billion rubles. already spent on lifting equipment, it is manufactured. To these sums, 7.3 billion rubles is added, which is the cost of erecting the box itself with the engineering infrastructure. That is, the total cost of this stage is still at the level of 11-12 billion rubles.
- Will there be another stage?
- Of course, we will also install modern hull-processing production, painting chambers. If necessary, we can lengthen the boathouse by another 200 m, then it will be possible to build anything on it. But so far there are no such plans.
- Does USC do it at its own expense?
- No, for the money of the Federal Target Program of the OPK. With minor amendments to the installation of the bow, it will be possible to build any ships and ships up to 280 m at the renovated Severnaya Verf. The total launch weight of the ships that can be built here is 30 thousand tons. For an aircraft carrier, this may not be enough, but, say, in terms of icebreakers and all kinds of frigates - just our size. A large number of civilian equipment also goes here.
- “Kommersant” wrote that USC was to receive 30 billion rubles from the budget. to cover bad debts and another 38 billion rubles. for loan restructuring. Can you name the shipyards receiving support? What are the worst shipyards?
- We cannot comment on this topic, the decree is secret. Traditionally, shipyards have the most problems, which we got in bankruptcy proceedings or with a fairly large debt load. First of all, this is, of course, the Far East. At the Amur shipyard, the size of the enterprise was incommensurate with the volume of the order. Those six corvettes, about which we spoke above, should provide significant assistance. I hope that they will start production next year. A program of technical re-equipment is being conducted, and quite effectively, by the current management. We see how workshops and equipment are being modernized. I pay tribute to the head of the enterprise, Vladimir Viktorovich Kulakov - as he promised to hand over a corvette a year, he entered this rhythm.
- In 2020, a lot was said about the difficult situation at the Vyborg plant and the company's problem debts. How are you doing now?
- The plant has great potential, the quality is one of the best in the corporation. But the bet on waiting for “big and tasty” orders played a cruel joke with the shipyard management. This shows once again: there is a very big difference between the implementation of military orders and civilian ones. The civilian segment may seem simple, but it is often much more exciting than the military segment. And it must be treated with due and necessary respect. As a result, we revised the contract of the management of the Vyborg plant, made a greater emphasis on the fulfillment of KPIs in terms of revenue and profitability.
- What is the situation at the Khabarovsk plant?
- We changed the director. There, two of the seven crabcatchers that we talked about just got into production. I hope that in the near future the plant will attract several more projects - the modernization program should allow the company to launch ships weighing up to 2 thousand tons.
- This year Baltzavod put into operation the 60 MW nuclear icebreaker "Arktika". How big are the warranty obligations for the icebreaker? Has the issue with the electric propulsion system been resolved?
- On the "Arctic" on the system of electric propulsion, all approaches are defined. The icebreaker went to work, made the first pilots. Even at the stage of sea trials, he showed that with one inoperative winding on the traction motor, we fulfill all the declared characteristics, speed and sedimentation. But the technical conditions must be met, and now a technology is being developed, which in August will be implemented - with the ship docking at the Kronstadt Marine Plant - to replace the broken engine.
- Will USC pay for the change and the new propeller motor?
- Well, we didn't just pay 1.5 billion rubles for insurance. So, firstly, we are talking about an insured event, and secondly, part of the compensation will be taken by the supplier of the engine itself. Unfortunately, some - I hope, not a very significant - part will go to us.
- Will it be necessary to modernize the dock in Kronstadt?
- No. For single docking, it fits completely. It will only be necessary to supply a special dock kit for the icebreaker, which will allow it to take its full load. And so we generally have great views of the Kronstadt dock: we believe that it can be used as an outfitting site for ships and vessels produced in St. Petersburg.
- USC complained about billions of dollars in losses during the construction of "Arctic" in connection with the increase in VAT to 20%. How is this issue resolved?
- Here we need to turn to history, because neither me nor most of my colleagues were at the USC yet when the contract for the manufacture of the LK-60 icebreakers was signed.
Rumor says that when the project was being prepared, the initial price was estimated at 36 billion rubles. without VAT. And this is natural, because LK-60 is, by and large, R&D. Even the court on various minor cases has always recognized that the first lead ship should be considered a developmental development (ROC). And ROC according to the Tax Code can be carried out without VAT.
However, they say that at the last moment instead of "without VAT" there was a postscript "with VAT". Then there were requirements that went beyond the tender documentation for 44-FZ, in particular, the need to issue a bank guarantee and insurance. It is quite obvious, and we have talked about this for a long time, that there should not be a bank guarantee for contracts between two state-owned enterprises (when products are also built at the expense of the budget). But the economic bloc of the government at that moment had a different point of view. As a result, the budget for 36 billion rubles. neither insurance nor warranty was included. But each of them pulled a total of 1.5 billion rubles.
Therefore, we simply appeal for justice. There are these obvious costs.
Again, it took longer to build the icebreaker - not because we are crooked, but because the ship had to be redesigned entirely: taking into account the results of the tenders for the selection of contractors.
Of course, the ideal story is the listing of all icebreakers in the international maritime register, which will automatically "zero" VAT. It would be logical. By the way, for the last serial icebreakers, even the contract states that they will be put on the international maritime register.
Deputy Prime Minister Yuri Borisov heard us. Instructions will be given now, on which, I hope, we will be able to issue the necessary regulatory documents in the near future.
- What amount of assistance does USC need?
- You take the cost of two serial icebreakers and, if it is quite primitive to count, without taking into account the realities of life, multiply by the VAT refund delta. That is, we can talk about the range of 4.5-6 billion rubles. on the lead icebreaker, the serial ones even hint at profitability.
- USC has repeatedly spoken about the need to increase the contract price for the 25 MW Viktor Chernomyrdin diesel-electric icebreaker. A compromise was found - the Ministry of Industry and Trade and the Ministry of Transport should each allocate 1 billion rubles, another 1.5 billion rubles. was getting ready to give USC. Will this money be a loss for the corporation?
- There shouldn't be any losses at OSK, all the money we get from the Ministry of Industry and Trade will go to Admiralty Shipyards and Baltzavod. We are now looking at how much loss will remain at the enterprises - from the point of view of optimization and reconciliation of the entire construction budget, which we also hope to settle within the framework of these stories with zero VAT.
- According to Kommersant's information, the Baltzavod does not fit into the construction timeframe for the nuclear-powered icebreaker Siberia; it will not be commissioned in August 2021. Is this so and what is the main reason?
- They are misinforming you. Construction on schedule.
- "Ural" is also not moving, 2022?
- To date, there is no shift. Moreover, for Ural, the delivery of the main product, to which the steam turbine unit belongs, was completed just in the standard time frame - two years before the ship was handed over to the customer. As for Siberia, we have only one problem. Trying to get away from the delay caused by the delay in deliveries and the correction of technical documentation, we decided to try an alternative supplier for electrical installation, Snema. She cooperated with us on the construction of offshore facilities in the Caspian, but here she did the job very badly.
However, there is a whole calendar year ahead in order to prepare "Siberia" for delivery. I hope that taking into account all the difficulties experienced in the manufacture of the lead ship, the first serial ship will be easier. It is quite obvious that the customer does not need this icebreaker in June or July 2022 - an egg for Christ's Day is dear. Let's push.
- According to Kommersant's information, this year two deputy prime ministers signed a letter that all the money for preferential leasing should be received by USC. It's true?
- All additional funds will be linked to the position of the Ministry of Finance and the availability of resources. I can only say that, indeed, the position of the two deputy prime ministers will contribute to the fact that Mashpromleasing will be additionally capitalized by more than 7 billion rubles. this year. We hope that, of course, this will open the way for the construction of the next batch of passenger and transport ships. Mainly at the shipyards of USC, but not only - this is the subject of an agreement with the Ministry of Industry and Trade.
- This year, Krasnoye Sormovo, a member of the USC, put into operation the first cruise ship Mustai Karim in the post-Soviet period. How is the construction of the second ship on board the "Lotos" - "Peter the Great" going? Will it be completed in 2021?
- Definitely. Moreover, I hope that we will not violate the contract term - May 2021. The ship readiness percentage is approaching 80%. The new team that came to the South Center of Shipbuilding and Ship Repair, in general, copes with their task. We have almost resolved all the technical difficulties with the vessel, settled the issues of wiring a number of cable routes and fire extinguishing systems, now it remains for colleagues to roll up their sleeves and do their job.
- What is the situation with the PKS-180 Golden Ring cruise ships under construction on the Lotos? You have already handed over the first ship to the customer for completion, and when are you planning to deliver the second?
- We are ready to give the second one, the customer wants to finish building it himself. He hopes to make it cheap and cheap, but this ultimately means the use of non-register equipment. We are not ready for this; we would not like the ship we have built to suddenly get some sudden problems. So we have completed our work, it remains to complete the settlements, and then the customer will decide on the completion.
- Are you talking about the first or the second ship?
- Both the first and the second. Of course, the steamer turned out to be very interesting in terms of proportions and in terms of draft. We believed and continue to believe that this steamer is unique for such rivers as the Klyazma and Oka.
Well, let's draw our own steamer with similar properties! Moreover, we now want to strengthen our civilian bureaus, give them more orders, more money for the advanced design of new civilian products, both cargo and passenger. Our "Sotalia" is also wonderful in March will rise on the water, plus "Pioneer M" will be completed for the University of Sevastopol.
- Are you planning to build scientific vessels for Rosrybolovstvo at Severnaya Verf?
- We expected it to be Severnaya Verf, but we will look. Not far is Baltzavod, Admiralty Shipyards, not necessarily one enterprise, shipyards can work in cooperation, this is important for us.
- At what stage are the negotiations on the contract now?
- As far as I understand, we are waiting for confirmation of the budget and are already moving on to the execution of the contract. We would very much like to take on these vessels.
- What is the deadline for the completion of the contract at the Amur plant for the Vanino-Kholmsk ferries?
- The first ferry will be completed in the summer of 2021, the second - at the end of next year or early 2022.
“These ferries should have already been in operation and made a profit. Is it true that the corporation has undertaken to pay interest on the FRDV loan?
- What we have not taken upon ourselves, I no longer know. Do you know how? If we undertook to build them with a planned loss of 1 billion rubles. for each, then another 500 million rubles. will not do the weather.
- How many losses will there be?
- 2.6 billion rubles. for two.
- In May, you said that the corporation developed its first project of a cargo ship, which will be almost 100% manufactured from Russian components - Finval 8000. The industry believes that Finval is one third more expensive than what is being built now, and the customer will be faced with Russian components that were not produced in series, lack of service and other difficulties. How fair is this criticism?
- Let's start from the end. The issue with Russian components is important. Look: any machine breaks down, the question is how quickly and how accurately we can restore its working capacity. We are now negotiating with Transmashholding on the creation of a scientific and technical center for marine propulsion systems, within the framework of which we will implement a diesel engine building program. It seems to us that TMH is very competent in what Made in Russia is and is engaged in import substitution. The holding has a clear and understandable concept - a circle of those products and those parts that need to be produced in Russia is outlined. Necessarily and, as they say, without any exceptions.
They complain that these products will be a little more expensive - yes, most likely they will be at the first stage. But as soon as we understand that the developed engine will become the main engine for a large number of river-sea vessels and, together with Transmashholding, will build a service network, we will give some comfort to our consumers. There is not even a thought that we will freeze the development of diesel engineering at the level of the D49 engine of the 1973 model. We are talking, of course, about modern diesel engines that meet the environmental requirements of Tier 3A-3B for the near future. This means that the vessels will be equipped with diesel and gas engines.
If we talk about the fact that "Finval" is more expensive than, for example, RSD59. We began to receive refusals from the main partners in Schottel propellers, there were problems with the supply of some types of lifting equipment, and so on. As a result, together with the Ministry of Industry and Trade, we agreed on a list of everything that will require import substitution. Of course, while the volumes are small, the price is always high. On the other hand, in terms of the level of added value, it is significantly higher than on the RSD59, which lives on the Finnish propulsion, German speakers and with imported electronics.
And we have not squeezed everything out of Finwal yet. There is an option - to give Finwal an additional 500-600 tons of payload. Even taking into account some rise in price, it will be beneficial to the end consumer, because he will transport more bulk or inert cargo.
- At what stage is the issue of transferring competences to the Ministry of Industry and Trade to determine the price for the design and construction of state customers' vessels?
- The Ministry of Industry and Trade assures that by the end of the year the main decisions and documents will be signed and adopted. True, we do not quite share this optimism, we see 2021 as a deadline, maybe even its end. Of course, it is in our interests that such a document appears as soon as possible. Because it is already impossible to argue.
Colleagues from Rosmorport either do not understand us or do not understand how this business works.
They continue to assure that nothing terrible will happen, there is no need to spend money on technical projects, there will be a preliminary design, then PDSP (design documentation of a ship under construction - "Kommersant"), and let the builders keep within the price.
I say in response: guys, be afraid of God, when they started building the "Viktor Chernomyrdin", they simply forgot that the steamer is 99% imported. The same is impossible! Since the ship was being built under the CPAP, the project was completed only when we screwed the last screw into the product. As a result, it has stood with us since December 2019 only because we could not transfer it to the customer without a fine. This is how the system works, but how long is it possible ?!
- How fair are the fears that as a result, prices will simply rise?
- If there is no confidence in the objectivity of such a body, it will not be able to work. I always give an example from construction. Before starting to dig the foundation pit, what did we do? We spent money on the project, hired a design organization, conducted surveys, and brought it all to Glavgosexpertiza. They looked there, said: well, understandable technical solutions, we understand what you are building from, here is a confirmation of the budget and construction technology. And 4% were taken and cut. Somehow, no one has the thesis in his head that, passing through the examination, you will definitely get a rise in cost?
But the expert organization must be really experienced and correct in order to position itself this way. If the organization positions itself as referring to shipbuilders, then one side will not believe, if as referring to shipowners, then there will be hesitation in the other direction. But now absolutely everything works on the buyer's side. Because our rules work how? You said how much it costs - that's all, be so kind as to obey. That is, the issue of revising prices and floating macroeconomic factors is not provided. To recalculate the price through the federal targeted target program, you have to go through seven circles of hell.
- In early November, speaking about the Arctic infrastructure, you said that "the development of a certain kind of infrastructure facilities is possible with the use of shipbuilding technologies." What are we talking about?
- Yes, we have ideas on the use of composite solutions for the rapid construction of the infrastructure of the Northern Sea Route and, if a decision is made, on the placement of such infrastructure elements on the shelf. The permafrost loses its support surface, and for this reason, man-made disasters are increasingly occurring.
We consider the most important and correct placement of special infrastructure on the principle of either semi-submersible or gravitational stationary structures. Taking into account the experience of working with Prirazlomnaya and other objects, we believe that this is the most correct approach for the development of the Arctic. That is, at any moment I brought the finished product, put it on a gravity base, connected several huge arrays with each other, as a result, we can achieve the transportation of up to 100 thousand tons of concrete structures to any point of the world ocean in order to form a technological or ship presence there.
- Do you already have customers?
- We signed an agreement with Rosatom and created a working group, we are looking for the first pilot project on which the technology could be tested.
- Is the cost clear?
- Of course not. We have analytics - what does it mean to build according to this principle in comparison with how to build on the ground. In this regard, there is a very good example of "Arctic LNG-2". We considered that even taking into account the construction of a plant for the production of gravity bases, it turned out to be cheaper and faster for several years than building on permafrost.
- At what stage is the move of the USC head office to St. Petersburg?
- We are in the process, the move has taken place de facto. St. Petersburg employs 48 people from those who have already relocated.
- Why so few?
- The pandemic has postponed the start of repair work and the transfer of the facility to us for modernization for the so-called command office, where the chairman of the board of directors, myself and a number of departments will be located. I had to look for a new premises a second time, they found it on Vasilievsky Island. It turned out that the landlord could not even make the communication networks inside the building himself, we had to redo it. This is plus another 2.5-3 months and 60 million rubles.
But the result will be exactly the one that was agreed upon: about two-thirds of the employees will move to St. Petersburg. The question is how to live in two cities? From the point of view of the production base and key investment projects, St. Petersburg has been and will remain one of the points of application of the main efforts. But the fact that we will not be able to tear the umbilical cord completely from Moscow is quite obvious. All decisions are made here, all the main bodies, except for the military command and control bodies in the fleet, are located in Moscow, like all civilian customers.
- You estimated the cost of the move at 1 billion rubles.
- 1.4-1.8 billion rubles. This is what will overtake us in the near future.
- Recently, there has been more talk about the transfer of new assets to USC. The next step is the decision to enter the corporation of the Rybinsk shipyard "Vympel". Don't you think that new assets will only add complexity?
- I will not argue that there will be more problems. But Vympel is of interest to us as a site for the placement of relatively small vessels, that is, either for the GIMS less than 20 m, or something from 20 m to 30 m. The demand for such vessels is huge.
And you can make barges, and the same dry cargo ships in some part of the cooperation. Krasnoe Sormovo is great, but the shipyard is straining, taking on 14 dry cargo ships, adding another 5 or 7 is too much. And customers often come to us with the task of producing 10, 12, 16 similar vessels. Development is needed, and this requires space.
Vympel has good competence in the construction of aluminum buildings, which in general, except, probably, of the Sredne-Nevsky plant, has been lost at all other enterprises. Therefore, there is an understanding for what and when the Vympel shipyard can be used by us. In the five-year horizon, I would have stopped at this acquisition, I would not have included anything else in the USC. Except for design bureaus.
- Andrey Lavrischev, general director of Rosmorport, mentioned the possible transfer of the Onega plant to the USC in an interview with Kommersant. Are there any negotiations on this?
- There are no such negotiations.
Interviewed by Anastasia Vedeneeva