Economic Potential of the Railway Engineering Industry of Ukraine in the Context of Post-War Recovery and European Integration
The study of the set of problems of Ukraine’s post-war restoration and derivative issues of the state’s European integration course involves, first of all, substantiation of the optimal strategic directions of the relevant restoration policy. Generalization of the world experience in the development...
Збережено в:
| Видавець: | Інститут економіки промисловості НАН України |
|---|---|
| Дата: | 2023 |
| Автори: | , |
| Формат: | Стаття |
| Мова: | English |
| Опубліковано: |
Інститут економіки промисловості НАН України
2023
|
| Назва видання: | Економічний вісник Донбасу |
| Теми: | |
| Онлайн доступ: | http://dspace.nbuv.gov.ua/handle/123456789/197743 |
| Теги: |
Додати тег
Немає тегів, Будьте першим, хто поставить тег для цього запису!
|
| Цитувати: | Economic Potential of the Railway Engineering Industry of Ukraine in the Context of Post-War Recovery and European Integration / M. Ruban, Ie. Chebotarov // Економічний вісник Донбасу. — 2023. — № 4 (74). — С. 81-89. — Бібліогр.: 38 назв. — англ. |
Репозиторії
Digital Library of Periodicals of National Academy of Sciences of Ukraine| id |
irk-123456789-197743 |
|---|---|
| record_format |
dspace |
| spelling |
irk-123456789-1977432024-07-06T13:57:09Z Economic Potential of the Railway Engineering Industry of Ukraine in the Context of Post-War Recovery and European Integration Ruban, M. Chebotarov, Ie. Economic recovery The study of the set of problems of Ukraine’s post-war restoration and derivative issues of the state’s European integration course involves, first of all, substantiation of the optimal strategic directions of the relevant restoration policy. Generalization of the world experience in the development and implementation of post-war restoration policy serves as an epistemological and scientific-practical basis for the following strategic directions of Ukraine’s restoration: the creation of a transport and logistics cluster based on the expansion of the international alliance – the Lublin Triangle cooperation platform. Expansion of the Lublin Triangle provided that Ukraine takes the necessary measures, is quite realistic by adding to Poland, Lithuania, and Ukraine the Czech Republic, Romania, Moldova, Bulgaria (later, perhaps, also Slovakia, Georgia, and Azerbaijan). In the article, the authors elaborate on their idea, which is substantiated in the Ukrainian and foreign scientific literature, to create the mentioned transport and logistics cluster using a network of transport logistics hubs in the context of the proposed expansion of the Lublin Triangle. Another new historic chance for Ukraine in this area (and in a broader institutional and economic sense) may be the expected invitation to join Germany, France, and Poland in the Weimar Triangle alliance. Based on the analysis of the economic, scientific, and technical state of domestic railway engineering enterprises, the problems and prospects of their wide cooperation with enterprises of Poland, the Baltic States, the Czech Republic, Germany, and France in the sub-sectors of production of locomotives and rolling stock, wagons and special equipment are considered. The appropriate regulatory regime that can ensure the practical implementation of the proposed cooperation (as well as in the broader context of the practical implementation of Ukraine’s post-war restoration policy) should be the creation of a network of special economic zones. Опрацювання сукупності проблем повоєнного відновлення України і похідних питань провадження євроінтеграційного курсу держави передбачає, перш за все, обґрунтування оптимальних стратегічних напрямів відповідної відновлювальної політики. Узагальнення світового досвіду розробки і реалізації політики повоєнного відновлення виступає гносеологічним і науково-практичним підґрунтям у числі визначальних стратегічних напрямів відновлення України виокремити створення транспортно-логістичного кластеру на базі розширення міжнародного альянсу – платформи співробітництва «Люблінський трикутник». Розширення «Люблінського трикутнику», за умов проведення Україною необхідної відповідної діяльності, є цілком реальним шляхом доєднання до Польщі, Литви та України Чехії, Румунії, Молдови, Болгарії (дещо пізніше, можливо, також – Словаччини, Грузії та Азербайджану). В статті автори поглиблюють висунуту ними й обґрунтовану в українській і зарубіжній науковій літературі пропозицію створення зазначеного транспортно-логістичного кластеру з використанням мережі транспортно-логістичних хабів в контексті пропонованого розширення «Люблінського трикутника». Ще одним новим історичним шансом для України за даним напрямом (й у більш ширшому інституціональному й економічному розумінні) може бути прогнозоване запрошення доєднатися до Німеччини, Франції та Польщі в межах альянсу «Веймарський трикутник». На основі аналізу економічного і науково-технічного стану вітчизняних підприємств залізничного машинобудування розглядаються проблеми та перспективи їхньої широкої кооперативної співпраці з підприємствами Польщі, країн Балтії, Чехії, Німеччини та Франції в підгалузях виробництва локомотивів і моторвагонного рухомого складу, вагонів та спеціальної техніки. Відповідним регуляторним режимом, який в змозі забезпечити практичне запровадження пропонованої співпраці (як й у широкому контексті практичного провадження політики повоєнного відновлення України), слід визначити створення мережі спеціальних економічних зон. 2023 Article Economic Potential of the Railway Engineering Industry of Ukraine in the Context of Post-War Recovery and European Integration / M. Ruban, Ie. Chebotarov // Економічний вісник Донбасу. — 2023. — № 4 (74). — С. 81-89. — Бібліогр.: 38 назв. — англ. 1817-3772 DOI: https://doi.org/10.12958/1817-3772-2023-4(74)-81-89 http://dspace.nbuv.gov.ua/handle/123456789/197743 338.246.8: 656.2+339.92(477) en Економічний вісник Донбасу Інститут економіки промисловості НАН України |
| institution |
Digital Library of Periodicals of National Academy of Sciences of Ukraine |
| collection |
DSpace DC |
| language |
English |
| topic |
Economic recovery Economic recovery |
| spellingShingle |
Economic recovery Economic recovery Ruban, M. Chebotarov, Ie. Economic Potential of the Railway Engineering Industry of Ukraine in the Context of Post-War Recovery and European Integration Економічний вісник Донбасу |
| description |
The study of the set of problems of Ukraine’s post-war restoration and derivative issues of the state’s European integration course involves, first of all, substantiation of the optimal strategic directions of the relevant restoration policy. Generalization of the world experience in the development and implementation of post-war restoration policy serves as an epistemological and scientific-practical basis for the following strategic directions of Ukraine’s restoration: the creation of a transport and logistics cluster based on the expansion of the international alliance –
the Lublin Triangle cooperation platform. Expansion of the Lublin Triangle provided that Ukraine takes the necessary measures, is quite realistic by adding to Poland, Lithuania, and Ukraine the Czech Republic, Romania, Moldova, Bulgaria (later, perhaps, also Slovakia, Georgia, and Azerbaijan).
In the article, the authors elaborate on their idea, which is substantiated in the Ukrainian and foreign scientific literature, to create the mentioned transport and logistics cluster using a network of transport logistics hubs in the context of the proposed expansion of the Lublin Triangle. Another new historic chance for Ukraine in this area (and in a broader institutional and economic sense) may be the expected invitation to join Germany, France, and Poland in the Weimar Triangle alliance.
Based on the analysis of the economic, scientific, and technical state of domestic railway engineering enterprises, the problems and prospects of their wide cooperation with enterprises of Poland, the Baltic States, the Czech Republic, Germany, and France in the sub-sectors of production of locomotives and rolling stock, wagons and special equipment are considered. The appropriate regulatory regime that can ensure the practical implementation of the proposed cooperation (as well as in the broader context of the practical implementation of Ukraine’s post-war restoration policy) should be the creation of a network of special economic zones. |
| format |
Article |
| author |
Ruban, M. Chebotarov, Ie. |
| author_facet |
Ruban, M. Chebotarov, Ie. |
| author_sort |
Ruban, M. |
| title |
Economic Potential of the Railway Engineering Industry of Ukraine in the Context of Post-War Recovery and European Integration |
| title_short |
Economic Potential of the Railway Engineering Industry of Ukraine in the Context of Post-War Recovery and European Integration |
| title_full |
Economic Potential of the Railway Engineering Industry of Ukraine in the Context of Post-War Recovery and European Integration |
| title_fullStr |
Economic Potential of the Railway Engineering Industry of Ukraine in the Context of Post-War Recovery and European Integration |
| title_full_unstemmed |
Economic Potential of the Railway Engineering Industry of Ukraine in the Context of Post-War Recovery and European Integration |
| title_sort |
economic potential of the railway engineering industry of ukraine in the context of post-war recovery and european integration |
| publisher |
Інститут економіки промисловості НАН України |
| publishDate |
2023 |
| topic_facet |
Economic recovery |
| url |
http://dspace.nbuv.gov.ua/handle/123456789/197743 |
| citation_txt |
Economic Potential of the Railway Engineering Industry of Ukraine in the Context of Post-War Recovery and European Integration / M. Ruban, Ie. Chebotarov // Економічний вісник Донбасу. — 2023. — № 4 (74). — С. 81-89. — Бібліогр.: 38 назв. — англ. |
| series |
Економічний вісник Донбасу |
| work_keys_str_mv |
AT rubanm economicpotentialoftherailwayengineeringindustryofukraineinthecontextofpostwarrecoveryandeuropeanintegration AT chebotarovie economicpotentialoftherailwayengineeringindustryofukraineinthecontextofpostwarrecoveryandeuropeanintegration |
| first_indexed |
2024-07-07T04:01:22Z |
| last_indexed |
2024-07-07T04:01:22Z |
| _version_ |
1803891383658872832 |
| fulltext |
M. Ruban, Ie. Chebotarov
81
Економічний вісник Донбасу № 4(74), 2023
DOI: https://doi.org/10.12958/1817-3772-2023-4(74)-81-89
UDC 338.246.8: 656.2+339.92(477)
M. Ruban,
ORCID 0000-0002-6396-4531,
e-mail: nikolas.kindle@gmail.com,
Joint-Stock Company «Ukrzaliznytsia»,
NGO «Ukrainian Railway Heritage Restoration Fund», Kyiv,
Ie. Chebotarov,
Dr (Economics), Assistant Professor,
ORCID 0000-0001-5963-7637,
e-mail: iegor.chebotarov@wz.uni.lodz.pl,
The University of Lodz, Poland,
Institute of Industrial Economics of the NAS of Ukraine, Kyiv
ECONOMIC POTENTIAL OF THE RAILWAY ENGINEERING INDUSTRY OF
UKRAINE IN THE CONTEXT OF POST-WAR RECOVERY AND EUROPEAN
INTEGRATION
Target setting. The critical socio-economic
situation in Ukraine caused by the Russian-Ukrainian
war with intensified hostilities in a large part of the
country, a dramatic change in the trends of global
economic policy, and the institutional environment pose
a number of complex problems for the state. In
particular, the problem of finding new forms of
international cooperation that would make it possible to
realize Ukraine’s potentially high competitive position
(primarily in the European division of labor). The post-
war development of Ukraine largely depends on the
formation of an effective transport and logistics system
within the countries of Central and Eastern Europe
(CEE) on its initiative, which actualizes the need not
only for revitalization but also for innovative
development of its infrastructure, especially the rolling
stock fleet.
Currently, the Ukrainian railway engineering
industry is in a state of decline due to a number of
systemic problems, such as backward technology,
insufficient investment, corruption, and the loss of
traditional markets. As Ukraine moves toward European
integration, the question arises as to how to restore the
economic potential of this previously important sector
in the context of postwar reconstruction. In this regard,
there is a need for production cooperation with
promising rolling stock manufacturers, searching for
optimal models of integration of Ukrainian companies
into the global commodity and financial markets.
International alliances, in particular the Lublin
Triangle, a platform for cooperation between Poland,
Lithuania, and Ukraine, can become an effective form
of long-term development. However, despite the
declared intentions of broad cooperation between the
founding members of this alliance in all sectors of the
economy, the organization’s real activities are carried
out only in the context of political consultations and
military cooperation. However, this does not reveal the
potential of this organization. In addition, Ukraine
would benefit from the expansion of the Lublin Triangle
by adding a number of other CEE countries, such as the
Czech Republic, Romania, Moldova, Bulgaria (and
quite possibly Slovakia, Georgia, and Azerbaijan). We
should also anticipate the formation of other new
alliances. All of them will objectively include transport
logistics issues as one of the determining factors.
Thus, there is a complex institutional, economic,
technical, and technological problem of extending such
interaction to the economic sphere of cooperation,
which in turn raises the issue of identifying potential
opportunities and priority areas for the development of
Ukraine’s international partnership in the field of
transport engineering.
Scientific research of the problem under study
and its unresolved aspects. Even though this topic has
been repeatedly considered and analyzed by
international experts and analysts [1], there are still a
number of unexplored issues, in particular, in the field
of international economic cooperation. It is worth noting
that such international alliances are the basis for the
development of the economy of both a weaker country
and wealthy partners, both by “pulling” the weaker
country to their level and by activating a number of
representatives of various sectors of the economy of
stronger countries. Examples include Germany’s
cooperation with the Czech Republic and Slovenia, the
triumvirate of the Baltic countries, and other successful
examples of economic globalization [2, p. 12; 3, p. 34].
A noteworthy analysis of the prospects for
international cooperation arising from geographical
location, communication links, similar economic
features at certain stages of development and history is
presented in the informative analytical report “State and
Prospects of Strategic Partnership between Poland and
Ukraine” [4]. In particular, this document emphasizes
the benefits of developing transport communications [4,
p. 154]. A fundamental analysis of the integration of
Ukraine’s railway system into the European transport
system is presented in a monograph by the former
Minister of Transport of Ukraine, General Director of
Ukrzaliznytsia, H. Kirpa [5]. The analytical work of
Jacob Bornio is also worth noting, as he has made
M. Ruban, Ie. Chebotarov
82
Економічний вісник Донбасу № 4(74), 2023
interesting conclusions about the impact of the Lublin
Triangle on the economies of the participating countries,
pointing out that their task now is not only to strengthen
the dialogue but also to develop economically [6, p. 7].
In addition, this paper indirectly considers the prospects
of communications, without which the comprehensive
development of the alliance is impossible. The issues of
transport and logistics interaction in the country have
become the subject of systematic institutional
developments in the works of scientists of the Institute
of Industrial Economics of the National Academy of
Sciences of Ukraine [7-8].
The general theoretical and epistemological
component of the study of the totality of aspects of the
transport and logistics sphere of Ukraine in the postwar
period can be considered in a number of articles in CEE
scientific journals on the feasibility, problems, and
prospects of creating a new expanded alliance on the
basis of the Lublin Triangle, which can become a
significant factor in shaping peace and stability on the
European continent [9 – 11].
It should be noted that although all researchers
emphasize the need to develop economic infrastructure
as part of Ukraine’s integration into international
organizations, the issues of economic, technical, and
technological support for improving transport and
logistics connectivity remain out of sight.
Instead, the authors of the article for the first time
raise the issue and substantiate specific proposals for the
creation of an appropriate transport and logistics cluster
with a network of transport and logistics clusters within
the Lublin Triangle [12-14]. The issues of actualization
of the design and technological potential of railway
engineering enterprises of Ukraine in the context of
opportunities for the development of cooperation
between the countries of the Lublin Triangle are studied
in the works [15-18].
The aim of the article is to conduct a
comprehensive study of the current state and prospects
of development of the Ukrainian railway engineering
industry in the context of post-war reconstruction of
Ukraine and European integration, which involves, first
of all, determining effective strategies and
recommendations to ensure sustainable competitive
development of the domestic railway engineering
industry in the face of modern challenges.
The informational and analytical basis of the
study was formed by the authors' research work
“National Business Cultures of Poland and Ukraine:
Improving the Scientific and Practical Foundations of
Cooperation in the European and World Markets” (state
registration number 0120U103807) within the
framework of the Ukrainian-Polish project of the
Ministry of Education and Science of Ukraine and the
National Agency for Academic Exchange of Poland
NAWA (2020 – 2021) and the topic „Trójkąt Lubelski:
podstawy rozwoju gospodarczego powojennej odbudo-
wy Europy w XXI wieku”, carried out under the Project
of the Ministry of Higher Education of Poland
«Inicjatywa Doskonałości – Uczelnia Badawcza»
(2022-2023).
The statement of basic materials. By their nature,
international organizations-alliances such as the
Visegrad Group, the Three Seas Initiative, the Lublin
Triangle, etc. are aimed at supporting and strengthening
the competitive advantages of certain regions of Europe.
In particular, the strategic development of certain
sectors of the economy will help strengthen the
positions of their member countries on the world stage
[4, p. 26].
An objective analysis shows that in the context of
justifying the prospects of the most realistic and
beneficial alliance for Ukraine in the context of post-war
recovery and implementation of the European
integration course, we should consider the Lublin
Triangle with the prospect of joining the Czech
Republic, Romania, Moldova, Bulgaria (possibly also
Slovakia, Georgia, and Azerbaijan) [11]. It should be
noted that the idea of establishing this kind of
international organization has a long history and solid
theoretical, methodological, scientific, and practical
foundations. It naturally assimilates the following
determinants.
First: key provisions of the concept of
“Intermarium” put forward by J. Piłsudski [19].
Second: the conceptual approach of the Marshall
Plan – the US law “Economic Cooperation Act of 1948”
[20], which was used to restore Europe after the Second
World War (the main provisions and specific
organizational and administrative mechanisms for
implementing the “Economic Cooperation Act of 1948”
were also used in the post-war restoration of Japan,
Taiwan, South Korea, etc.).
Third: Z. Brzezinski's concept of “The Grand
Chessboard” with the definition of a particularly
significant role of Ukraine as one of the five axes of
Eurasia (under certain conditions, Brzezinski also
predicted the strengthening of the role of Poland and the
Baltic states) [21].
The special dynamics of changes in modern
geopolitics (which will increase even more in the mid-
term) for Ukraine in the context of the possible
establishment of new international alliances opens
another historical perspective. It arose as a result of D.
Tusk's political force coming to power after the recent
elections to the Sejm in Poland. This gives grounds to
predict with high probability the activation of another
alliance – the Weimar Triangle, founded by Germany,
France, and Poland. Moreover, under certain conditions,
due to the strengthening of the Ukrainian trend in
modern geopolitics, we should not exclude even the
invitation of Ukraine to the Weimar Triangle: Germany,
France, and Poland may be interested in this based on
their particular interests.
However, this kind of versatility can focus on
Ukraine (and the Weimar Triangle is likely to transform,
for example, into a Pan-European Square). Genera-
lization of the current and projected trends in the
development of the transport and logistics sector and the
relevant engineering industries of the Weimar Triangle
countries also shows that they will keep these issues
projected to Ukraine.
M. Ruban, Ie. Chebotarov
83
Економічний вісник Донбасу № 4(74), 2023
But it is Ukraine that should be the initiator and
lobbyist of such processes.
To summarize, in the context of solving both
tactical and strategic institutional, economic, scientific,
and technical problems, it is expedient and necessary for
Ukraine to consider the aspects of substantiating the
prospects for the development of its transport and
logistics sector and relevant subsectors of mechanical
engineering with a projection on cooperation, first of all,
with the following countries: Poland, the Baltic States,
the Czech Republic, Germany, France.
The basis of the EU's transport and logistics
activities is the Trans-European Transport Network
(TEN-T), which in turn is part of a wider system of
trans-European networks. The Pan-European Transport
Network TEN-T is a large-scale EU infrastructure
project that provides for the coordinated improvement
of major roads, railways, inland waterways, airports,
seaports, inland ports, and traffic management systems,
providing integrated and intermodal intercity high-
speed routes. The EU is working to promote networks
through a combination of leadership, coordination,
issuing guidelines, and financing the development
aspects. On June 21, 2016, the Ministers of Transport of
the European Union, the Eastern Partnership, and the
European Commission decided to extend the indicative
maps of the European Transport Network TEN-T to the
EU's neighboring countries, including Ukraine.
The strengthening of the Ukrainian trend in the
current and predictable transformational processes of
geopolitics will be embodied in the following likely
(and expected) decision of the European Union: even in
the conditions of war, transport corridors to the territory
of Ukraine will be extended. This, again, emphasizes the
importance of cooperation between Ukrainian
manufacturers and those in this group of countries.
The creation of an effective economic mechanism
for Ukraine's integration into the pan-European
transport network, the actualization of infrastructure
projects in the context of the implementation of the
powerful transit potential of our country requires a
transition to the concept of “transport logistics hubs”
(TLH), which also stem from the essence of the Single
European Regional Policy as contributing to the
balanced development of territories.
In the future, given the geographical features of the
territory, rail transport will retain the leading role in
Ukraine's transportation system, with the undoubted
need for the simultaneous development of river and sea
routes. For comparison, 82% of freight and 36% of
passenger transportation in the country is carried out by
JSK “Ukrzaliznytsia”. However, today the railroad
industry has a number of long-standing unresolved
issues, including, first of all, the inconsistency of the
existing economic structure and management system,
and especially the state of the infrastructure and rolling
stock fleet with the strategy for further development of
the transport industry [5, p. 31-32]. As a result, there is
an urgent need to modernize the infrastructure of
transport corridors, improve transportation technology,
and accelerate the replacement of vehicles that have
reached the end of their service life.
In our opinion, the problem of renewal of the
rolling stock fleet of the Ukrainian railways should be
carried out taking into account the need for maximum
localization of production of high value-added products,
creation of jobs, updating the design and technological
potential of domestic science while adapting interna-
tional experience and obtaining investments. There are
grounds to say that the implementation of the TLH
network within the expanded Lublin Triangle will
activate the production potential of domestic machine-
building enterprises, expand their investment
opportunities, and especially reorient supply chains and
markets. Hence, there is a need to search for potential
models of cooperation of domestic manufacturers of
railway rolling stock within the selected group of
countries.
Locomotives and rolling stock. Since the
percentage of deterioration of electric locomotives,
diesel, and electric locomotives of JSK “Ukrzaliznytsia”
increased from 82% to over 90% between 2001 and
2023, there is an urgent need to renew the fleet of the
domestic railway monopoly [15, р. 103; 17, р. 39]. For
the last 10 years, the management of JSK ”Ukr-
zaliznytsia” has been making constant attempts to attract
foreign manufacturers of rolling stock to resolve this
issue. However, it is worth reminding that for a long
time, a number of alternative attempts to implement
trilateral agreements with JSK “Ukrzaliznytsia” on
localization of locomotive production with the
participation of foreign companies have failed. First of
all, it should be noted that the locomotive industry in
Ukraine has suffered significant damage since the
leading company, PJSK “Luhanskteplovoz”, has been
not only formally owned by a Russian investor but also
under actual occupation since 2014. Hence, its prospects
remain uncertain both in the field of locomotive
construction and the production of rolling stock.
Back in June 2013, a memorandum was signed
between the State Agency for Investment and National
Projects of Ukraine and the Polish company PESA
Bydgoszcz SA on the prospects for the production of
dual-system electric locomotives of the new innovative
Gama platform rolling stock within the framework of a
joint venture created at the production facilities of the
SE RPC “Elektrovozobuduvannia”. However, already
in September 2013, “Ukrzaliznytsia” together with
Skoda Transportation agreed on the organization of
production of 3 types of electric locomotives (including
innovative dual-system electric locomotives Skoda
109E, which were to be designated DS-25) at the
facilities of Zaporizhzhia Electric Locomotive Plant
with a gradual increase in the share of components
produced by Ukrainian industry to 90% [16, p. 125]. In
the end, due to the uncertainty of the prospects for orders
by Ukrzaliznytsia, PESA denied the possibility of
cooperation with the RPC “Elektrovozobuduvannia”.
Instead, the Ukrainian-Czech plant Zaporizhzhia
Electric Locomotive LLC didn’t start production of
passenger electric locomotives either [16, p. 125]. In
M. Ruban, Ie. Chebotarov
84
Економічний вісник Донбасу № 4(74), 2023
November 2018, Škoda Transportation opened an
official representative office in Dnipro to develop
railway transport design projects and integrate into the
Ukrainian market [16, p. 127].
Initially, JSK “Ukrzaliznytsia” planned to hold
another tender for the purchase of rolling stock. The
following companies were among the bidders: Alstom
(France), Siemens (Germany), CRRC (China), Škoda
(Czech Republic), and PJSK “КRCBW” (Ukraine). In
this context, it is worth noting the intentions of some
railway car building and repair plants to master the
production of locomotives [22-23]. However, this
scenario is unlikely, since with the existing production
capacities of these enterprises, it can only be a matter of
finalizing samples under external contracts of
JSK “Ukrzaliznytsia” produced abroad, and not creating
a product with high added value. On May 13, 2021,
representatives of the Governments of France and
Ukraine signed a framework agreement on the
implementation of the project to renew the fleet of
electric freight locomotives of JSK “Ukrzaliznytsia”. In
case of winning the tender, the management of
PJSK “КRCBW” planned to establish its production of
electric locomotives, the cost of which, according to
representatives of the Ukrainian manufacturer, could be
15-20% lower than the price of Alstom locomotives
[24].
Today, PJSK “Kryukiv Railway Car Building
Works”, having its own powerful design and
technological basis and production facilities, has taken
a monopoly position as a supplier of motor-car rolling
stock for JSK “Ukrzaliznytsia” among Ukrainian
manufacturers of rail equipment.
Since 2012, PJSK “КRCBW” on its initiative
began designing a new family of suburban, regional, and
interregional locomotive trains of a new generation,
including diesel trains, and electric trains of different
current systems with bodies of similar design. In early
2012, PJSK “КRCBW” built and tested the first 2
samples of the experimental electric train EKr1, which
was named “Tarpan” [25, p. 290 – 291]. As a result of
the victory of PJSK “КRCBW” in the tender announced
by Kazakhstan Railways, the development of the diesel
train DPKr2 began, taking into account the regulatory
technical requirements in force in Ukraine. In the
summer of 2014, a prototype diesel train DPKr2-001
was built, which was named “Obriy” with a construction
speed of 154 km/h. In 2014, PJSK “КRCBW” also
developed technical specifications for suburban electric
trains of AC EKr3 and DC EKr4 [18, p. 357 – 358].
In the spring of 2017, JSK “Ukrzaliznytsia”
announced another tender for the supply of three-car
diesel trains for regional traffic, in which
PJSK “КRCBW”, Polish company PESA Bydgoszcz
SA and Kharkiv Railway Car Building Plant LLC took
part. However, JSK “Ukrzaliznytsia” soon canceled the
tender, rejecting all submitted bids due to non-
compliance with the tender documentation. As a result
of winning another tender, PJSK “КRCBW” developed
and manufactured a regional three-car diesel train
DPKr3 with a maximum speed of 140 km/h. Despite the
successful construction of the first four samples of the
DPKr3 diesel train under the tender and the possibility
of producing electric trains by PJSK “КRCBW”,
JSK “Ukrzaliznytsia” is persistently trying to hold a
tender with the involvement of the Swiss company
Stadler Rail AG for the supply of 80 electric trains with
localized production in Ukraine for the amount of UAH
31,462,000,000 [18, p. 358]. However, with the
outbreak of hostilities on the territory of Ukraine on
February 24, 2022, the prospects for this cooperation
remain uncertain.
Wagons. In the late 1980s, half of the production
capacity of the USSR railway car industry was
concentrated in Ukraine, including 100% of the
production of tank cars, up to 50% of freight cars, and
heavy-duty transporters [26, p. 5, 27]. For a long time,
the leading manufacturer of tank cars in Ukraine was the
Azovmash Plant, which was virtually destroyed during
the hostilities in Mariupol. The fate of the Stakhanov
Railway Car Building Plant, which has been
in the occupied territory for a long time, remains
uncertain. Today, Ukrainian railway car manufacturers
include PJSK “КRCBW”, PJSK “Dneprovagonmash”,
RMF “Karpaty”, LLC “Kharkiv Railway Car Building
Plant”, and a number of certified car repair plants.
The number of new wagons on European railways
is constantly growing. In 2022, private companies alone
increased their freight car fleet by almost 11,000 units.
According to the International Union of Wagon
Keepers, their investment in the purchase of new
wagons is about €400 – 500 million per year [28].
Currently, the EU market is key to the survival of the
Ukrainian railway car industry, as the markets of the CIS
countries that use a wide gauge (1520 mm) are virtually
blocked for Ukraine. The EU market used to be
inaccessible to Ukrainian railway car building
companies due to the complex certification procedure,
and especially the need to switch to European railway
car production technologies.
Back in the early 2000s, JSK “КRCBW” gained
practical experience in creating subway wagons,
innovative freight wagons, as well as locomotive-
powered passenger wagons with a speed of 160 km/h
[25, p. 58]. The company was able to stabilize its
financial position by expanding its product range,
upgrading its fixed assets with the latest equipment, and
preserving its design and technological potential by
mastering the industrial production of new types of
rolling stock [29, p. 187]. In the end, today, despite the
formal presence of 2 competitors in the form of
JSK “Dniprovagonrembud” (Dnipro) and OJSK
“KhRCBP” (Kharkiv), it is PJSK “КRCBW” that is the
exclusive monopolist in the production of passenger
railway cars in Ukraine. In particular, in 2022, JSK
“Ukrzaliznytsia” purchased 100 passenger railway cars
from PJSK “КRCBW” with the help of the state budget
and plans further purchases under the rolling stock
renewal program until 2026 [30].
Nowadays, the possibility of PJSK “КRCBW”
entering the EU passenger railway car market arose as a
result of the interest in the Company's products by a
M. Ruban, Ie. Chebotarov
85
Економічний вісник Донбасу № 4(74), 2023
private Czech railway operator RegioJet. Given the
significant growth in rail transportation in the EU, which
has created a significant demand for the products of
local railway car manufacturers, Ukrainian rolling stock
manufacturers have a unique chance to enter the
European market, provided they master international
quality standards. RegioJet's management expressed
readiness to order 1,000 passenger railway cars from
PJSK “КRCBW” if they are adapted to EU standards
and cost no more than EUR 1 million per unit. For
comparison, in European countries, the cost of one
passenger railway car is on average 2 million euros per
unit [31].
In the fall of 2023, PJSK “КRCBW” for the first
time in Ukraine received the right to manufacture freight
cars for the European gauge – 1435 mm. The company’s
specialists designed an intermodal platform railway cars
of the Sggrss 80' type for the transportation of
containers. The prototypes of these railcars have already
been tested at European testing grounds and have proven
their compliance with the requirements of the technical
specifications for interoperability (TSI) in force in the
EU [32].
However, the most promising candidate for
entering the EU markets is PJSK “Dniprovagonmash”,
as its parent group “TAS” has already acquired 40% of
the shares of the Austrian company TransAnt GmbH, a
manufacturer of innovative module railcars. TransAnt
module railway cars, developed together with the
company's Austrian minority shareholders, the
Voestalpine AG metallurgical group, and the state-
owned OBB Rail Cargo Group, will be sold to European
rail operators. This is a new type of freight car that can
be quickly transformed from one type to another. Within
2 years, the company plans to produce about 1500
railway cars annually. In 2021, OBB Rail Cargo Group
announced plans to purchase 1400 module wagons from
TransAnt GmbH for €130 million [28]. Since February
2022, PJSK “Dniprovagonmash”, having received the
appropriate international certification, has been
producing the main components for the module-type
TransAnt railway cars [28].
In the fall of 2023, PJSK “Dniprovagonmash”
shipped the first lightweight modular freight cars
(MultiBOX) designed for operation on EU railways.
The project is implemented in cooperation with Austrian
partners. Now MultiBOX is undergoing the necessary
tests for compliance with European standards, and
PJSK “Dniprovagonmash” is already working on
additional orders, not only for module structures, but
also for railway cars, and is preparing to explore new
opportunities in the European market [33]. The net
income of PJSK “Dniprovagonmash” for 2022
increased by 77.3% to UAH 1 billion 108.7 million, and
net profit amounted to UAH 48.64 million against a loss
of UAH 111.3 million a year earlier. At the same time,
sales of railway cars increased by 35% to 623 units, and
production increased by 21% to 577 units [34]. It
became known that the TAS Group, which includes
PJSK “Dniprovagonmash”, received permission from
the Antimonopoly Committee of Ukraine to increase its
stake to more than 50% of the shares in the Austrian
TransAnt GmbH [35]. However, despite the broad
prospects for European industrial integration, the
relative proximity to the territory of hostilities remains
among the main risks of PJSK “Dniprovagonmash”.
Special equipment. Unfortunately, mass
production of special rail equipment in Ukraine is not
widespread. The exception is the hand car manufactured
by RPE “DEVZ” (Dnipropetrovsk) [36, р. 57], as well
as track machines manufactured in cooperation with the
Austrian company Plasser & Theurer GmbH and
PJSK “Starokramatorsk Machine-Building Plant”
(Kramatorsk) [37, р. 178 – 180]. Instead, a sample of
the railcar for track and power grid repair AD-01
developed by PJSK RPE “Dniprospetsmashina” was
presented in the spring of 2013 [38] has not been mass-
produced, which, in our opinion, makes it all the more
impossible for it to be certified in the EU, not to mention
its competitiveness in local markets.
Conclusions and prospects for further research
of the issue under study. Therefore, an important
element of Ukraine’s post-war recovery and European
integration should be its effective participation in
Eastern European international organizations, among
which the most realistic may be participation in the
expanded format of the Lublin Triangle (or Weimar
Triangle). The organizational and managerial
mechanism of this cooperation is proposed to be
implemented through the creation of a network of
transport and logistics hubs, for which it is important not
only to comply with the principle of combining the
flows of different types of transport but also to optimize
the location of hubs within the member countries of the
alliance since transport and logistics flows intersect in
large industrial centers with an existing human and
resource base.
The railway transport network will traditionally
remain the key logistical element in ensuring such
logistics. However, the market for wide-gauge railway
equipment (1520 mm) is virtually closed to Ukrainian
manufacturers of rail rolling stock. In this regard, there
is an urgent need to find alternative formats of
manufacturing cooperation in order to prevent the
industry from going bankrupt in Ukraine. In our
opinion, a possible solution to this problem is the
realization of full cooperation between Ukraine and
certain Central and Eastern European countries.
The economic potential of this cooperation can be
realized in two ways: by the leading Ukrainian
manufacturers of railway equipment (PJSC “КRCBW”,
PJSC “Dniprovagonmash”, etc.) entering the EU
market, and by attracting potential manufacturers to
create joint ventures based on the privatization of state
property in Ukraine. In our opinion, this format of
cooperation, with the prospect of creating special
economic zones in Ukraine, has great potential for the
domestic machine-building industry, given its need to
reorient supply chains and markets in the international
arena.
That is, the creation of a network of diverse special
economic zones should be considered an appropriate
M. Ruban, Ie. Chebotarov
86
Економічний вісник Донбасу № 4(74), 2023
regulatory regime for implementing Ukraine’s post-war
restoration policy (including in the context of
establishing the proposed cooperation of domestic
railway transport enterprises).
Due to the ineffective management system, the
railway engineering enterprises that are still in state
ownership have outdated design and technological
developments and are unable to ensure competitiveness.
The presented analysis confirms that the Ukrainian
industry is capable of being present in the EU markets
in the field of railway car building; instead, the outdated
locomotive facilities and the creation of innovative
rolling stock require attention.
The development of the competitive environment
for locomotive and rolling stock manufacturers in
Ukraine will involve the development of a long-term
strategy taking into account the specific needs of the
railway operators' market and the actualization of design
and technological cooperation, in particular with
manufacturers PESA Bydgoszcz SA, Newag SA
(Poland), Škoda Transportation (Czech Republic),
which have long practical experience in the production
of mainline equipment and innovative design and
technological solutions.
In general, systematic manufacturing, commercial,
scientific, and technical cooperation with CEE
companies will allow Ukrainian enterprises not only to
master new technological standards but also to compete
with the world’s leading manufacturers in this industry
(which is a natural and logical phenomenon of the
modern global economy).
Literature
1. Paul A. Goble. Poland, Lithuania and Ukraine create Lublin Triangle to counter Russian aggression and expand Europe.
2020.08.01. URL: https://euromaidanpress.com/2020/08/01/poland-lithuania-and-ukraine-create-lublin-triangle-to-counter-russian-
aggression-and-expand-europe.
2. Білорус О. Г. Економічна глобалістика. Світ-система глобалізму. Київ: Університет «Україна», 2016. 536 с.
3. Булатова О. В. Регіональна складова глобальних інтеграційних процесів: монографія. Донецьк: ДонНУ, 2012. 386 с.
4. Стан та перспективи стратегічного партнерства Польщі та України: аналітична доповідь / Інститут політичних наук і
адміністрування УМКС, Інститут Центральної Європи у Любліні, Інститут міжнародних відносин КНУ ім. Тараса Шевченка.
Люблін-Київ, 2021. 178 с.
5. Кірпа Г. М. Інтеграція залізничного транспорту України у європейську транспортну систему: монографія.
Дніпропетровськ: Вид-во ДНУЗТ ім. акад. В. Лазаряна, 2004. 248 с.
6. Jakub Bornio. Lithuania, Poland and Ukraine Inaugurate «Lublin Triangle». Eurasia Daily Monitor. 2020. Vol. 17 Iss. 115.
P. 140 – 145.
7. Іванов С. В., Ляшенко В. І., Трушкіна Н. В. Інноваційний розвиток транспортно-логістичної системи в Україні:
проблеми та шляхи їх вирішення. Інституціональна модель інноваційної економіки: колективна монографія / за ред.
В. І. Ляшенка, О. В. Прокопенко, В. А. Омельяненка; НАН України, Ін-т економіки пром-сті. Київ, 2019. С. 114 – 130.
8. Іванов С. В., Ляшенко В. І., Трушкіна Н. В. Правові аспекти створення транспортно-логістичних кластерів в регіонах
України. Gesellschaftsrechtliche Transformationen von wirtschaftlichen Systemen in den Zeiten der Neo-Industrialisierung:
Collective monograph / Akademie der Wirtschaftswissenschaften der Ukraine. Nüremberg: Verlag SWG imex GmbH, 2020. C. 661-
668.
9. Zat'ko J., Chebotarov V., Glinkowska-Krauze B. Central and Eastern European Economic Cooperation: Foundations and
Prospects in the Common European Markets for Goods and Services. European Science. 2022. Vol. 6. No. 2. P. 37 – 44. URL:
https://european-science.sk/storage/journals/essays/2-2022/445.pdf.
10. Czapla T., Chebotarov I., Glinkowska-Krauze B., Chebotarov V. Integration of the countries of the Eastern European region:
potential and priorities in the world markets. Rozwój Regionalny I Polityka Regionalna. 2023. Vol. 14. No. 63. P. 89 – 102. DOI:
https://doi.org/10.14746/rrpr.2023.63.06.
11. Chebotarov V., Glinkowska-Krauze B., Chebotarov I., Maciejewski J. Theories of National Business Cultures and
Dispositional Groups as Determinants of Post-War Europe: the Historic Opportunity for the Countries of Central and Eastern Europe.
Internal Security. 2023. Vol. 15. No. 1. P. 23 – 38. DOI: https://doi.org/10.5604/01.3001.0053.9580.
12. Чеботарьов Є. В. «Люблінський трикутник»: інституціональні передумови та економічний потенціал створення.
Економічний вісник Донбасу. 2020. № 3 (61). С. 41 – 48. Doi: https://doi.org/10.12958/1817-3772-2020-3(61)-41-48.
13. Chebotarov Ie. «Lublin Triangle»: Prospects for the Formation of a Transport and Logistics Cluster (Aspects of Modern
Marketing Management). Економічний вісник Донбасу. 2021. № 4 (66). C. 39 – 44. DOI: https://doi.org/10.12958/1817-3772-2021-
4(66)-39-44.
14. Chebotarov V., Ruban М., Chebotarov Ie. Economic and Resource Potential of the «Lublin Triangle» and Prospects of
Activity in the Transport and Logistics Sector. Економічний вісник Донбасу. 2022. № 4 (70). С. 81 – 86.
DOI: https://doi.org/10.12958/1817-3772-2022-4(70)-81-86.
15. Ruban M. Y. Development of mainline electric locomotive engineering in Ukraine (on the example of diversification of
production activity of OJSC «Luhanskteplovoz»). Економічний вісник Донбасу. 2020. № 4 (62). С. 103 – 109. DOI:
https://doi.org/10.12958/1817-3772-2020-4(62)-103-109.
16. Рубан М. Ю. Історичний досвід діяльності та перспективи корпоратизації Дніпровського електровозобудівного
заводу. Історія народного господарства та економічної думки України. 2021. № 54. С. 118 – 135. DOI:
https://doi.org/10.15407/ingedu2021.54.118.
17. Рубан М. Ю. Інституційні засади державного управління залізничним транспортом України (1991 – 2001). Вісник
Київського національного університету імені Тараса Шевченка. Державна служба. 2022. № 16(2). С. 36 – 41.
DOI: https://doi.org/10.17721/2616-9193.2022/16-6/7.
18. Ruban M., Fomin A. Mastering and development of industrial production of rolling stock in Ukraine (1991 – 2022). History
of science and technology. 2022. Vol. 12. Is. 2. P. 340 – 366. DOI: https://doi.org/10.32703/2415-7422-2022-12-2-340-366.
19. Piłsudski J. List do Leona Wasilewskiego, 8 IV 1919 r. Pisma zbiorowe. 1990. Vol. V.
20. Marshall Plan. Economic Cooperation Act of 1948, 62 Stat. 137, U.S. Statutes at Large. Pub. L. 80-472, U.S. Law. URL:
https://web.archive.org/web/20150119113837/http://legisworks.org/congress/80/publaw-472.pdf.
M. Ruban, Ie. Chebotarov
87
Економічний вісник Донбасу № 4(74), 2023
21. Бжезінський З. Велика шахівниця. Львів – Івано-Франківськ: Лілея-НВ, 2000. 236 с.
22. «Дніпровагонрембуд» займатиметься локомотивобудуванням? Залізничне машинобудування. 25.03.2021. URL:
https://www.railway.supply/uk/dniprovagonrembud-zajmatimetsya-lokomotivobuduvannyam/.
23. ДМЗ «Карпати» опановує новий напрям з ремонту тепловозів. Rail.insider. 01.05.2023. URL:
https://www.railinsider.com.ua/dmz-karpaty-opanovuye-novyj-napryam-z-remontu-teplovoziv/.
24. Електровози виробництва КВБЗ могли б коштувати на 15% дешевше, ніж від Alstom, – Володимир Приходько.
31.07.2021. Rail.insider. URL: https://www.railinsider.com.ua/elektrovozy-vyrobnycztva-kvbz-mogly-b-koshtuvaty-na-15-
deshevshe-nizh-vid-alstom-volodymyr-pryhodko.
25. Кудиярова А. И. Пусть летят по стране поезда. Крюковский вагоностроительный завод на новом этапе 150-летней
истории. Сумы: Университетская книга, 2019. 464 с.
26. Донченко А. В., Сафронов О. М. Становлення ДП "УкрНДІВ" як флагмана вітчизняної науки щодо розвитку
вітчизняного залізничного транспорту та міського колійного транспорту. Рейковий рухомий склад. Кременчук, 2017. Вип. 15.
С. 5 – 102.
27. Державна програма розвитку залізничного транспорту України (вагони вантажні і пасажирські, тепловози і
електровози, міський електротранспорт). Київ: Мінмашпром України, 1992. 307 с.
28. Засядько М. Заскочив у європейський вагон. Сергій Тігіпко інвестував у австрійський «вагонобудівний стартап».
Скільки він на цьому може заробити. Forbes. 20.02.2023. URL: https://forbes.ua/company/zaskochiv-v-evropeyskiy-vagon-sergiy-
tigipko-investuvav-u-avstriyskiy-vagonobudivniy-startap-skilki-vin-na-tsomu-mozhe-zarobiti-20022023-11831.
29. Данилишин Б. М. (Ред.). Машинобудування в Україні: тенденції, проблеми, перспективи. Ніжин: «Аспект-
Поліграф», 2007. 308 с.
30. Укрзалізниця отримала 65 нових вагонів КВБЗ у 2022 році. Raillog. 05.01.2023. URL:
https://raillog.uz.ua/podii/ukrzaliznytsya-otrymala-65-novykh-vahoniv-kvbz-u-2022-rotsi.
31. Чеський RegioJet готовий замовити вагони на Крюківському вагонобудівному заводі. Центр транспортних
стратегій. 09.11.2023. URL: https://cfts.org.ua/news/2023/11/09/cheskiy_regiojet_gotoviy_zamoviti_vagoni_na_kryukivskomu_
vagonobudivnomu_zavodi_77101.
32. КВБЗ отримав право на випуск вантажних вагонів на колію 1435 мм. Rail.insider. 2023. URL:
https://www.railinsider.com.ua/kvbz-otrymav-pravo-na-vypusk-vantazhnyh-vagoniv-na-koliyu-1435-mm/?fbclid=IwAR1D6BsOlC7
wyTJ3EG-0Dd7WHQNAs8L08ARFFkgYp7qoiSqALlzCGVBrz2o.
33. «Дніпровагонмаш» відвантажив перші MultiBOX для залізниць ЄС. Rail.insider. 2023. URL:
https://www.railinsider.com.ua/dniprovagonmash-vidvantazhyv-pershi-multibox-dlya-zaliznycz-yes/
34. Дніпровагонмаш показав рекордний прибуток у 2023 році. Минпром. 2023. URL:
https://minprom.ua/news/304583.html.
35. Тігіпко стане власником вагонобудівного заводу в Австрії. Бізнес Цензор. URL:
https://mbiz.censor.net/news/3474942/tigipko_stane_vlasnykom_vagonobudivnogo_zavodu_v_avstriyi
36. Бондарев А. М., Данович В. Д., Крюков С. Г. Оценка динамических и прочностных показателей автомотрисы
АМЭ-2. Транспорт. 1999. № 2. С. 57 – 62.
37. Юзвин А. Далекое прошлое и настоящее… Документальные очерки истории о Старокраматорском
машиностроительном заводе. Краматорск: «Печатный двор», 2016. 288 с.
38. Створено першу в Україні спецмашину для ремонту залізничних шляхів. Gorod.dp.ua. 13.11.2013. URL:
https://www.gorod.dp.ua/news/86418.
References
1. Paul A. Goble. (2020). Poland, Lithuania and Ukraine create Lublin Triangle to counter Russian aggression and expand
Europe. Retrieved from: https://euromaidanpress.com/2020/08/01/poland-lithuania-and-ukraine-create-lublin-triangle-to-counter-
russian-aggression-and-expand-europe.
2. Bilorus, O. H. (2016). Ekonomichna hlobalistyka. Svit-systema hlobalizmu [Economic globalism. The world-system of
globalism]. Кyiv, Universytet «Ukrayina». 536 p. [in Ukrainian].
3. Bulatova, O. V. (2012). Rehionalna skladova hlobalnykh intehratsiinykh protsesiv [Regional component of global integration
processes]. Donetsk, DonNU. 386 p. [in Ukrainian].
4. Stan ta perspektyvy stratehichnoho partnerstva Polshchi ta Ukrainy [The state and prospects of the strategic partnership
between Poland and Ukraine]. (2021). Lublin-Kyiv, Institute of Political Sciences and Administration of UMKS, Institute of Central
Europe in Lublin, Institute of International Relations of KNU named after Taras Shevchenko. 178 p. [in Ukrainian].
5. Kirpa, H. M. (2004). Intehratsiia zaliznychnoho transportu Ukrainy u yevropeisku transportnu systemu [Integration of railway
transport of Ukraine into the European transport system]. Dnipro, DNUZM. 248 p. [in Ukrainian].
6. Jakub Bornio. (2020). Lithuania, Poland and Ukraine Inaugurate «Lublin Triangle». Eurasia Daily Monitor, Vol. 17, Iss. 115,
рр. 140-145.
7. Ivanov, S. V., Lіashenko, V. I., Trushkina, N. V. (2019). Innovatsiinyi rozvytok transportno-lohistychnoi systemy v Ukraini:
problemy ta shliakhy yikh vyrishennia [Innovative development of the transport and logistics system in Ukraine: problems and ways
to solve them]. Instytutsionalna model innovatsiinoi ekonomiky [Institutional model of innovative economy]. (pp. 114-130). Kyiv, IIE
of NAS of Ukraine [in Ukrainian].
8. Ivanov, S. V., Lyashenko, V. I., Trushkina, N. V. (2020). Pravovi aspekty stvorennia transportno-lohistychnykh klasteriv v
rehionakh Ukrainy [Legal aspects of the creation of transport and logistics clusters in the regions of Ukraine]. Gesellschaftsrechtliche
Transformationen von wirtschaftlichen Systemen in den Zeiten der Neo-Industrialisierung: Collective monograph / Akademie der
Wirtschaftswissenschaften der Ukraine. (pp. 661-668). Nüremberg, Verlag SWG imex GmbH [in Ukrainian].
9. Zat'ko, J., Chebotarov, V., Glinkowska-Krauze, B. (2022). Central and Eastern European Economic Cooperation: Foundations
and Prospects in the Common European Markets for Goods and Services. European Science, Vol. 6, No. 2, pp. 37 – 44. Retrieved
from: https://european-science.sk/storage/journals/essays/2-2022/445.pdf.
10. Czapla, T., Chebotarov, I., Glinkowska-Krauze, B., Chebotarov, V. (2023). Integration of the countries of the Eastern
European region: potential and priorities in the world markets. Rozwój Regionalny I Polityka Regionalna, Vol. 14, No. 63, pp. 89 – 102.
DOI: https://doi.org/10.14746/rrpr.2023.63.06.
M. Ruban, Ie. Chebotarov
88
Економічний вісник Донбасу № 4(74), 2023
11. Chebotarov, V., Glinkowska-Krauze, B., Chebotarov, I., Maciejewski, J. (2023). Theories of National Business Cultures and
Dispositional Groups as Determinants of Post-War Europe: the Historic Opportunity for the Countries of Central and Eastern Europe.
Internal Security, Vol. 15, No. 1, pp. 23 – 38. DOI: https://doi.org/10.5604/01.3001.0053.9580.
12. Chebotarov, Ie. V. (2020). «Liublinskyi trykutnyk»: instytutsionalni peredumovy ta ekonomichnyi potentsial stvorennia
["Lublin Triangle": institutional preconditions and economic potential of creation]. Ekonomichnyi visnyk Donbasu – Economic Herald
of the Donbas, 3 (61), pp. 41 – 48. DOI: https://doi.org/10.12958/1817-3772-2020-3(61)-41-48 [in Ukrainian].
13. Chebotarov, Ie. (2021). «Lublin Triangle»: Prospects for the Formation of a Transport and Logistics Cluster (Aspects of
Modern Marketing Management). Ekonomichnyi visnyk Donbasu – Economic Herald of the Donbas, 4 (66), pp. 39-44. DOI:
https://doi.org/10.12958/1817-3772-2021-4(66)-39-44.
14. Chebotarov, V., Ruban, М., Chebotarov, Ie. (2022). Economic and Resource Potential of the «Lublin Triangle» and Prospects
of Activity in the Transport and Logistics Sector. Ekonomichnyi visnyk Donbasu – Economic Herald of the Donbas, 4 (70), рр. 81 – 86.
DOI: https://doi.org/10.12958/1817-3772-2022-4(70)-81-86.
15. Ruban, M. (2020). Development of mainline electric locomotive engineering in Ukraine (on the example of diversification
of production activity of OJSC «Luhanskteplovoz»). Ekonomichnyi visnyk Donbasu – Economic Herald of the Donbas, 4 (62),
рр. 103 – 109. DOI: https://doi.org/10.12958/1817-3772-2020-4(62)-103-109.
16. Ruban, M.Yu. (2021). Istorychnyi dosvid diialnosti ta perspektyvy korporatyzatsii Dniprovskoho elektrovozobudivnoho
zavodu [Historical experience and prospects of corporatization of the Dnipropetrovsk electric locomotive plant]. Istoriia narodnoho
hospodarstva ta ekonomichnoi dumky Ukrainy – History of economics and economic thought of Ukraine, 54, рр. 118 – 135. DOI:
https://doi.org/10.15407/ingedu2021.54.118 [in Ukrainian].
17. Ruban, M. (2022). Instytutsiini zasady derzhavnoho upravlinnia zaliznychnym transportom Ukrainy (1991 – 2001)
[Institutional principles of state governance of railway transport of Ukraine (1991 – 2001)]. Visnyk Kyivskoho natsionalnoho
universytetu imeni Tarasa Shevchenka. Derzhavna sluzhba – Bulletin of Taras Shevchenko National University of Kyiv. Public
Administration, 16(2), рр. 36-41. DOI: https://doi.org/10.17721/2616-9193.2022/16-6/7 [in Ukrainian].
18. Ruban, M., Fomin, A. (2022). Mastering and development of industrial production of rolling stock in Ukraine (1991–2022).
History of Science and Technology, 12(2), рр. 340-366. DOI: https://doi.org/10.32703/2415-7422-2022-12-2-340-366.
19. Piłsudski, J. (1990). List do Leona Wasilewskiego, 8 IV 1919 r. Pisma zbiorowe, Vol. V [in Polish].
20. Marshall Plan. Economic Cooperation Act of 1948, 62 Stat. 137, U.S. Statutes at Large. Pub. L. 80-472, U.S. Law. Retrieved
from: https://web.archive.org/web/20150119113837/http://legisworks.org/congress/80/publaw-472.pdf.
21. Brzezinski, Z. (2000). Velyka shakhivnytsіa [The Grand Chessboard]. Lviv – Ivano-Frankivsk, Lileya-NV. 236 p. [in
Ukrainian].
22. «Dniprovahonrembud» zaimatymetsia lokomotyvobuduvanniam? [Will "Dniprovagonrembud" engage in locomotive
construction?]. (2023). Railway supply. Retrieved from: https://www.railway.supply/uk/dniprovagonrembud-zajmatimetsya-
lokomotivobuduvannyam/ [in Ukrainian].
23. DMZ «Karpaty» opanovuie novyi napriam z remontu teplovoziv [DMZ "Karpaty" is mastering a new direction in the repair
of diesel locomotives]. (2023) Rail.insider. Retrieved from: https://www.railinsider.com.ua/dmz-karpaty-opanovuye-novyj-napryam-
z-remontu-teplovoziv/ [in Ukrainian].
24. Elektrovozy vyrobnytstva KVBZ mohly b koshtuvaty na 15% deshevshe, nizh vid Alstom, – Volodymyr Prykhodko [Electric
locomotives produced by KVBZ could be 15% cheaper than those from Alstom, – Volodymyr Prykhodko]. Rail.insider. (2021).
Retrieved from: https://www.railinsider.com.ua/elektrovozy-vyrobnycztva-kvbz-mogly-b-koshtuvaty-na-15-deshevshe-nizh-vid-
alstom-volodymyr-pryhodko [in Ukrainian].
25. Kudiyarova, A. I. (2019). Pust letyat po strane poyezda. Kryukovskiy vagonostroitel'nyy zavod na novom etape 150-letney
istorii [Let trains fly across the country. Kryukov Carriage Works at a new stage in its 150-year history]. Sumy, Universitetskaya kniga.
464 p. [in Russian].
26. Donchenko, A. V., Safronov, O. M. (2017). Stanovlennia DP "UkrNDIV" yak flahmana vitchyznianoi nauky shchodo
rozvytku vitchyznianoho zaliznychnoho transportu ta miskoho koliinoho transportu [The formation of SE "UkrNDIV" as the flagship
of domestic science in the development of domestic railway transport and urban rail transport]. Reykovyy rukhomyy sklad – Railbound
rolling stock, 15, pp. 5 – 102 [in Ukrainian].
27. Derzhavna prohrama rozvytku zaliznychnoho transportu Ukrainy (vahony vantazhni i pasazhyrski, teplovozy i elektrovozy,
miskyi elektrotransport) [State program for the development of railway transport of Ukraine (cargo and passenger cars, diesel and
electric locomotives, urban electric transport)]. (1992). Kyiv, Minmashprom Ukrayiny. 307 p. [in Ukrainian].
28. Zasіadko, M. (2023). Zaskochyv u yevropeiskyi vahon. Serhii Tihipko investuvav u avstriiskyi «vahonobudivnyi startap».
Skilky vin na tsomu mozhe zarobyty [Jumped into the European wagon. Serhii Tihipko invested in an Austrian "wagon-building
startup". How much can he earn from this]. Forbes. Retrieved from: https://forbes.ua/company/zaskochiv-v-evropeyskiy-vagon-sergiy-
tigipko-investuvav-u-avstriyskiy-vagonobudivniy-startap-skilki-vin-na-tsomu-mozhe-zarobiti-20022023-11831 [in Ukrainian].
29. Danylyshyn, B. М. (Ed.). (2007). Mashynobuduvannia v Ukraini: tendentsii, problemy, perspektyvy [Mechanical engineering
in Ukraine: tendencies, problems, prospects]. Nizhyn, «Aspekt-Polihraf». 308 p. [in Ukrainian].
30. Ukrzaliznytsia otrymala 65 novykh vahoniv KVBZ u 2022 rotsi [Ukrzaliznytsia received 65 new KVBZ wagons in 2022].
(2023). Raillog. Retrieved from: https://raillog.uz.ua/podii/ukrzaliznytsya-otrymala-65-novykh-vahoniv-kvbz-u-2022-rotsi [in
Ukrainian].
31. Cheskyi RegioJet hotovyi zamovyty vahony na Kriukivskomu vahonobudivnomu zavodi avodi [Czech RegioJet is ready to
order wagons at the Kryukiv Wagon Building Plant]. (2023). Center for Transport Strategies. Retrieved from:
https://cfts.org.ua/news/2023/11/09/cheskiy_regiojet_gotoviy_zamoviti_vagoni_na_kryukivskomu_vagonobudivnomu_zavodi_7710
1 [in Ukrainian].
32. KVBZ otrymav pravo na vypusk vantazhnykh vahoniv na koliiu 1435 mm [KVBZ received the right to produce freight cars
on a gauge of 1435 mm]. (2023). Rail.insider. Retrieved from: https://www.railinsider.com.ua/kvbz-otrymav-pravo-na-vypusk-
vantazhnyh-vagoniv-na-koliyu-1435-mm/?fbclid=IwAR1D6BsOlC7wyTJ3EG-
0Dd7WHQNAs8L08ARFFkgYp7qoiSqALlzCGVBrz2o [in Ukrainian].
33. «Dniprovahonmash» vidvantazhyv pershi MultiBOX dlia zaliznyts YeS [«Dniprovagonmash» shipped the first MultiBOX
for EU railways]. (2023). Rail.insider. Retrieved from: https://www.railinsider.com.ua/dniprovagonmash-vidvantazhyv-pershi-
multibox-dlya-zaliznycz-yes/ [in Ukrainian].
M. Ruban, Ie. Chebotarov
89
Економічний вісник Донбасу № 4(74), 2023
34. Dniprovahonmash pokazav rekordnyi prybutok u 2023 rotsi [Dniprovagonmash showed a record profit in 2023]. (2023).
Minprom. Retrieved from: https://minprom.ua/news/304583.html [in Ukrainian].
35. Tihipko stane vlasnykom vahonobudivnoho zavodu v Avstrii [Tigipko will become the owner of a car-building plant in
Austria]. Business Censor. Retrieved from: https://mbiz.censor.net/news/3474942/tigipko_stane_vlasnykom_vagonobudivnogo_
zavodu_v_avstriyi [in Ukrainian].
36. Bondarev, A. M., Danovich, V. D., Kryukov, S. G. (1999). Otsenka dinamicheskikh i prochnostnykh pokazateley avtomotrisy
AME-2 [Evaluation of dynamic and strength indicators of the railcar AME-2]. Transport, 2, pp. 57 – 62 [in Russian].
37. Yuzvin, A. (2016). Dalekoye proshloye i nastoyashcheye… Dokumental'nyye ocherki istorii o Starokramatorskom
mashinostroitel'nom zavode [The distant past and present... Documentary sketches of the history of the Starokramatorsk Machine-
Building Plant]. Kramatorsk, «Pechatnyy dvor». 288 p. [in Russian].
38. Stvoreno pershu v Ukraini spetsmashynu dlia remontu zaliznychnykh shliakhiv [The first special vehicle in Ukraine for
repairing railway tracks was created]. (2013). Gorod.dp.ua. Retrieved from: https://www.gorod.dp.ua/news/86418 [in Ukrainian].
Рубан М. Ю., Чеботарьов Є. В. Економічний потенціал залізничного машинобудування України в умовах
повоєнного відновлення та європейської інтеграції
Опрацювання сукупності проблем повоєнного відновлення України і похідних питань провадження євроінтеграційного
курсу держави передбачає, перш за все, обґрунтування оптимальних стратегічних напрямів відповідної відновлювальної
політики. Узагальнення світового досвіду розробки і реалізації політики повоєнного відновлення виступає гносеологічним і
науково-практичним підґрунтям у числі визначальних стратегічних напрямів відновлення України виокремити створення
транспортно-логістичного кластеру на базі розширення міжнародного альянсу – платформи співробітництва «Люблінський
трикутник». Розширення «Люблінського трикутнику», за умов проведення Україною необхідної відповідної діяльності, є
цілком реальним шляхом доєднання до Польщі, Литви та України Чехії, Румунії, Молдови, Болгарії (дещо пізніше, можливо,
також – Словаччини, Грузії та Азербайджану).
В статті автори поглиблюють висунуту ними й обґрунтовану в українській і зарубіжній науковій літературі пропозицію
створення зазначеного транспортно-логістичного кластеру з використанням мережі транспортно-логістичних хабів в
контексті пропонованого розширення «Люблінського трикутника». Ще одним новим історичним шансом для України за
даним напрямом (й у більш ширшому інституціональному й економічному розумінні) може бути прогнозоване запрошення
доєднатися до Німеччини, Франції та Польщі в межах альянсу «Веймарський трикутник».
На основі аналізу економічного і науково-технічного стану вітчизняних підприємств залізничного машинобудування
розглядаються проблеми та перспективи їхньої широкої кооперативної співпраці з підприємствами Польщі, країн Балтії,
Чехії, Німеччини та Франції в підгалузях виробництва локомотивів і моторвагонного рухомого складу, вагонів та спеціальної
техніки. Відповідним регуляторним режимом, який в змозі забезпечити практичне запровадження пропонованої співпраці (як
й у широкому контексті практичного провадження політики повоєнного відновлення України), слід визначити створення
мережі спеціальних економічних зон.
Ключові слова: повоєнне відновлення України, регуляторні режими, «Люблінський трикутник», транс'європейська
транспортна мережа, транспортно-логістичний кластер, залізничний транспорт, локомотиви та моторвагонний рухомий
склад, вагони, спеціальна техніка.
Ruban M., Chebotarov Ie. Economic Potential of the Railway Engineering Industry of Ukraine in the Context of Post-
War Recovery and European Integration
The study of the set of problems of Ukraine’s post-war restoration and derivative issues of the state’s European integration course
involves, first of all, substantiation of the optimal strategic directions of the relevant restoration policy. Generalization of the world
experience in the development and implementation of post-war restoration policy serves as an epistemological and scientific-practical
basis for the following strategic directions of Ukraine’s restoration: the creation of a transport and logistics cluster based on the
expansion of the international alliance –
the Lublin Triangle cooperation platform. Expansion of the Lublin Triangle provided that Ukraine takes the necessary measures,
is quite realistic by adding to Poland, Lithuania, and Ukraine the Czech Republic, Romania, Moldova, Bulgaria (later, perhaps, also
Slovakia, Georgia, and Azerbaijan).
In the article, the authors elaborate on their idea, which is substantiated in the Ukrainian and foreign scientific literature, to create
the mentioned transport and logistics cluster using a network of transport logistics hubs in the context of the proposed expansion of the
Lublin Triangle. Another new historic chance for Ukraine in this area (and in a broader institutional and economic sense) may be the
expected invitation to join Germany, France, and Poland in the Weimar Triangle alliance.
Based on the analysis of the economic, scientific, and technical state of domestic railway engineering enterprises, the problems
and prospects of their wide cooperation with enterprises of Poland, the Baltic States, the Czech Republic, Germany, and France in the
sub-sectors of production of locomotives and rolling stock, wagons and special equipment are considered. The appropriate regulatory
regime that can ensure the practical implementation of the proposed cooperation (as well as in the broader context of the practical
implementation of Ukraine’s post-war restoration policy) should be the creation of a network of special economic zones.
Keywords: post-war restoration of Ukraine, regulatory regimes, Lublin Triangle, trans-European transport network, transport and
logistics cluster, rail transport, locomotives and rolling stock, railway cars, special equipment.
Received by the editors 24.11.2023
|