CJSC "OTsV" together with the administration of Krasnodar will build residential real estate on the site of the railways.

An agreement was signed between the administration of Krasnodar and CJSC Industry Implementation Center (OCV) on the removal of railway tracks from the city. It is planned to build a light rail line, roads and housing on this site. The implementation of the project will help relieve Krasnodar, which is constantly stuck in traffic jams because of this section of the railway line. But it's not all about good intentions. The implementation of the project will require tens of billions of rubles, which will come from budgets of all levels: federal, regional and city. And you can “cut” this money to your heart’s content.

And if you attract investors and the necessary contractors, then the project will become a gold mine for several years both for regional and city officials, and for the head of Russian Railways Oleg Belozerov, whose department owns 43.4% of the shares of OCV. 70 hectares of Krasnodar land is a very tasty piece. OTSV was founded back in 1999 and there is no doubt that it participated in the schemes of the former head of Russian Railways, Vladimir Yakunin, who headed the department for 15 years. Another founder of OCV is the Zheldorconsulting company, but its beneficiaries are Cypriot companies. Is Vladimir Yakunin behind them?

The main contractor for the OCV is Russian Railways and its structures. This is not the first time that OCV has acted as a builder. Back in 2007, the company became the developer of 6 plots with a total area of ​​46 hectares in the center of Moscow, where it was planned to build 1.4 million square meters. m. In total, Russian Railways and the Moscow authorities were developing a concept for the development of 17 plots adjacent to the railway tracks.

So Russian Railways’ scheme for working with OCV has long been worked out. And this is evidenced by both the number and amount of contracts. They worked under Yakunin, they also work under Belozerov. Why change anything if everyone is happy with everything?

Rabinovich - Yakunin's man

In 2006, OCV was headed by Mikhail Rabinovich, and now he is associated with the companies Vagon-Service and Vagonremmash, which carry out repairs for the Federal Passenger Company (FPK), a subsidiary of Russian Railways. Very comfortably. For example, the repair of one car at Rabinovich's factories can cost 2.1 million rubles, at FPC's own depot - 1.4 million rubles, at the OVRK company - 1.04 million rubles. Why repair it yourself when you can get a kickback? According to the plan in 2016 - 2019. it was planned to repair 1.3 thousand cars, which would cost 2.8 billion rubles. Repairing them in our own depot would cost 1.6 billion rubles. Is the benefit for Rabinovich and Belozerov obvious?

Companies associated with Rabinovich in 2013-2015. received contracts worth 37 billion rubles from FPC. Was there anything to share? Probably yes, because Vladimir Yakunin now lives in Europe. And Mikhail Rabinovich apparently continues to earn money for himself and Oleg Belozerov. And it is possible that some of them will go to Yakunin. The connection scheme between Rabinovich's enterprises is very confusing. Vagon-Service, through ZhSA, owns 75% of Vagonremmash. And “Vagon-Service” itself is 44% owned by the Cypriot “Midlake Holdings”. From its reports it is clear that “Vagon-Service”, “Transremcom” and “Lokomotiv Transservice” act as related parties and guarantors for the VTB loan that ZhSA received.

Midlake Holdings is owned 99% by the management company VGS Group. Until 2011, it was owned by Oksana Severilova, and then by the Cypriot Antell Investment. Severilova owned the Davinci holding company until September 2012. Now it belongs 80% to Mikhail Rabinovich, 20% to Andrey Severilov. They, apparently, are Belozerov’s main partners.

Old "sawing"?

Having headed Russian Railways, Oleg Belozerov not only preserved Yakunin’s old schemes, but also continued to work with the partners of the former head of Russian Railways. One of these is the Transmashholding company owned by Iskander Makhmudov. In January, Russian Railways sold its stake in the Central Suburban Company (CPPC) to the unknown company Route Systems with an authorized capital of 10 thousand rubles. 50% of the shares of TsPPK belonged to the Moscow-Tver Suburban Passenger Company (MT PPK), which is directly connected with both Russian Railways and Transmashholding.

Back in 2012, Russian Railways sold Makhmudov’s TMH-Service company a 75% stake in Zheldorremmash, and then provided it with an order worth 50 billion rubles. This, apparently, was one of Vladimir Yakunin’s work schemes. Oleg Belozerov is following the same path, he sold his stake in the company, and now, apparently, he will provide MT PPK with orders. It has already fulfilled them for 9 billion rubles, and will continue to do so. The schemes are old, but they work!

Oleg Belozerov has not changed anything at Russian Railways. Yes, he apparently doesn’t need it. The “corruption trailer” rolls by itself with Vladimir Yakunin’s partners stuck to it. But is such a “stuck chapter” needed by Russian Railways itself?

The change of the head of Russian Railways from Vladimir Yakunin to Oleg Belozerov did not affect the work patterns of the state-owned company. Thus, the company still prefers to enter into contracts for government orders with the same suppliers, which are interconnected.

The KPMG company analyzed the activities of the Federal Passenger Company (a subsidiary of Russian Railways) and came to the conclusion that about 80% of contracts for servicing FPC cars were concluded with a single supplier. In some contracts, auditors identified signs of fictitiousness.

For example, the FPC contract with Transremcom dated April 30, 2014 did not indicate the location of the work, the specification of electrical systems and devices with which the cars should be equipped.

According to auditors, in the period from 2013 to 2015, groups of interconnected companies controlled 70% of FPC’s material costs.

The contractors FPK Vagon-Service and Vagonremmash are related to each other. Through a chain of persons, these companies are connected with Andrei and Oksana Severilov, who are connected with Mikhail Rabinovich, a member of the board of directors of FPC subsidiaries - Russian Railways Tour and Travel Tour, as well as with Konstantin Filatov, a member of the board of directors of RTK, another “subsidiaries” of FPC, Vedomosti reports.

Mikhail Rabinovich, in turn, is associated with the ex-head of Russian Railways Vladimir Yakunin. In 2006, Mr. Rabinovich was the general director of CJSC Industry Center for the Introduction of New Equipment and Technologies (OCV), which is 43.43% owned by Russian Railways.

In 2015 alone, OCV received more than 8 billion from the railway monopoly under government contracts. In 2016–2017, the company received contracts worth 1.9 billion rubles.

As the auditors note, OCV under contracts took over the service and maintenance of innovative products and systems used by Russian Railways.

General Director of Infoline Analytics Mikhail Burmistrov noted that government contracts were transferred on a non-alternative basis to OCV, and not to the organizations that directly carried out the development, production and installation.

Another recipient of Russian Railways contracts, the Vagon-Service company, through ZhSA, owns 75% of Vagonremmash. Vagon-Service itself is 44% owned by the Cypriot Midlake Holdings, which owns 99% the management company VGS Group. Until 2011, VGS Group was fully owned by Oksana Severilova, who until September 2012 owned the Davinci holding company, which is now 80% owned by Mikhail Rabinovich and 20% by Andrey Severilov.

According to KPMG, in 2013–2015, companies associated with Rabinovich received contracts worth 37 billion rubles from FPC. In addition, many contracts provide for indexation of the cost of the contractor’s work, which led to an increase in the cost of work by 10%.

FPC and Russian Railways do not comment on information about purchases under government contracts from the same suppliers.

Yakunin went to, Rabinovich stayed

When in 2015, the head of Russian Railways (Russian Railways) V. Yakunin, a great friend of President Putin and an Orthodox philanthropist, was honorably relieved of his post, they almost openly signaled to the public: Yakunin is one of a series of untouchables, he introduced a system of nepotism and protectionism into Russian Railways, and no prosecutorial checks could change the situation.

But now, after his resignation, the new leadership will restore order in its diocese, restore management efficiency, and so on.

A year and a half has passed. Has Russian Railways become more profitable and efficient?

According to experts, it did not appear. On the contrary, the new head of Russian Railways, Oleg Belozerov, left in force all the corruption schemes that were set up under Yakunin. As before, the Federal Passenger Company (FPK, a subsidiary of Russian Railways) has no alternative orders for servicing Russian Railways; about 80% of contracts for servicing FPK cars are concluded with a single supplier.
The auditors found that on average in 2013-2015. groups of interconnected companies controlled 70% of FPC's material costs - minus payments to Russian Railways, wages and depreciation. The relationship of all key contractors - from the maintenance and repair of wagons to services for processing bed linen and the supply of printed products.

According to SPARK-Interfax, Vagon-Service and Vagonremmash are connected with each other, and through a chain of interconnected persons they were connected with Andrei and Oksana Severilov. They are also connected with Mikhail Rabinovich, a member of the board of directors of FPK’s subsidiaries - Russian Railways Tour and Travel Tour, as well as with Konstantin Filatov, a member of the board of directors of RTK, another FPK subsidiary.

Two people close to Russian Railways confirm that Rabinovich is connected with repair companies that carry out orders from FPC.

Rabinovich is no stranger to Russian Railways. Two interlocutors close to the railway monopoly call him connected with the former president of Russian Railways, Vladimir Yakunin. In 2006, Rabinovich was the general director of CJSC Industry Center for the Introduction of New Equipment and Technologies (OCV).

According to SPARK, 43.43% of OCV belongs to Russian Railways, 49.9% belongs to Zheldorconsulting, whose head office is the Cypriot Zinagori. Zheldorconsulting owns 0.2% of Grand Express Service, the company that owns the Grand Express train. In 2005, the weekly Kommersant Money wrote that Rabinovich is the main owner of Grand Express.

According to the government procurement website, in 2015 OCV received more than 8 billion in contracts from Russian Railways, and in 2016-2017. — by 1.9 billion rubles. “OTsV has taken over the service and maintenance of innovative products and systems used by Russian Railways: fire automatics, telemechanics, video surveillance and remote control, etc.

In 2013-2015 Companies associated with Rabinovich received contracts worth 37 billion rubles from FPC. In addition, auditors write, in 2014, FPC assumed a liability to Vagonremmash for more than 17 billion rubles. under contracts with a completion date no earlier than 2018. The company could not explain to the auditors why this was done.

In 2013-2014 FPC performed a thousand overhauls of wagons at the Vagonremmash factories for 2.1 billion rubles, i.e., the repair of one wagon cost 2.1 million rubles. on average, KPMG continues, in FPC’s own depot the same repair cost on average 1.4 million rubles, and at the OVRK company it cost 1.04 million rubles.

According to the contracts analyzed by KPMG, Vagonremmash in 2016-2019. must carry out about 1,300 repairs worth 2.8 billion rubles. — in its own depots, FPC could repair these cars for 1.6 billion rubles. According to some contracts, KPMG continues, the price of the contractor’s work is indexed, depending on the consumer price index, changes in prices for fuel, gas, energy and hot water, as well as labor costs and other economic indicators that make up the cost. This led to the fact that the price of work increased from 2013 to 2015 by 10%, while in its own depots prices decreased by 8%, auditors indicate.

“Under some agreements with Vagonremmash and Vagon-Service, FPC does not have the right to reduce the contract price by more than 20% without penalties. Therefore, FPC is forced to reduce repairs at its own depots. FPC does not yet control the cost of spare parts that the contractor purchases, the auditors continue, and the cost of consumables, replacement parts, assemblies and assemblies is included in the cost of work, and because of this it is impossible to reduce the cost of repairs by introducing our own purchases of spare parts.

Passenger transportation by rail is an unprofitable business, Russian Railways has repeatedly warned about this. Nevertheless, after the start of the natural monopoly reform, private companies began to enter the elite segment of this market.

Around midnight, a respectable public appears at the Leningradsky station. Men in expensive coats and ladies in furs intend to travel along the Moscow-St. Petersburg route by the Grand Express train. The train, compared to those on neighboring platforms, is a bit short, with only 14 cars. On the outside, the carriages are standard and no different from others. But inside there is luxury. The train's owner, the Grand Service Express company, calls its creation nothing less than a "hotel on wheels" in its advertising brochures. Indeed, it seems so. The coupes are twice the size of standard ones, unlocked and locked with individual key cards, and feature soft carpets and mahogany interiors. Shower rooms, terry robes. Instead of ordinary shelves, there are sofas that fold out to almost one and a half meters. TVs, DVDs, Wi-Fi. Prices are appropriate. The cheapest ticket - for a first class carriage - costs 3.4 thousand rubles on a normal day. The most expensive is in the Grand de Luxe compartment (ten meters long, with heated floors and a hairdryer in the shower room) - 16 thousand rubles. On New Year's Eve, you can go to St. Petersburg on the Grand Express for at least 4,900 rubles, in the Grand de Luxe - for 21,500. “Our prices are absolutely the same as in the corresponding Red Arrow carriages.” We don’t have economy class cars at all, but “Red Arrow” has them,” says Oleg Kaverin, general director of “Grand Service Express”.
"Grand Express" was launched in May 2005, at that time it was the only private train on the Russian market. The company does not disclose the composition of the shareholders, but market participants claim that the main shareholder of the company is the owner of the Zircon-Service car-building plant, Mikhail Rabinovich. When launching the train, the head of the Ministry of Transport, Igor Levitin, handed the driver a symbolic key and cut the ribbon, as if welcoming the pioneers of the market to the Grand Express. The public is tuned in to the rapid development of the private passenger transportation sector. However, to date there are only two private trains in Russia. The second one - from the Tverskoy Express company - appeared in October of this year, also on the Moscow-St. Petersburg branch, but occupied a different sector - tickets for it cost from 1.5 thousand to 3 thousand rubles. The shareholders of Tverskoy Express are also quite close to the structures of Russian Railways - these are the main suppliers of rolling stock and locomotive stock of Russian Railways, Tverskoy Freight Car Building Plant and Transmashholding. In addition to the two trains, there are three more private electric trains. Two of them run on the same Moscow-St. Petersburg route (from the Passenger Transportation company, owned by Severstaltrans, and from the Paritet refrigeration company), the third on the Moscow-Kaluga route, it was acquired and launched by a forwarding company Transgroup AS. Meanwhile, another three dozen private companies have received licenses for passenger transportation, although they have not yet been able to launch their projects.

The travails of the reformers

"Grand Express" is designed for passengers with big appetites

Problems with entering the passenger transportation market are due to the fact that this process has not yet been fully formalized by law. And this is not least due to the fact that Russian Railways itself does not yet have a clear vision of how this segment should develop.
“Any company can enter the passenger transportation market, since the reform of Russian Railways presupposes equal access to the railway infrastructure,” says Igor Plotnikov, deputy head of the public relations department of Russian Railways. According to the official version, the main condition for becoming an operator of this market is the presence of your own rolling stock - leasing Russian Railways cars is not encouraged, since Russian Railways itself does not have enough of them. The interaction scheme is as follows: a businessman comes to Russian Railways, declares his intentions, and if the decision is positive, he is allocated a line of the schedule. After this, four contracts are concluded with him: for dispatch support, for locomotive traction (locomotives cannot be privately owned for now), for the provision of utilities in the home parks and for the ticket sales system - this system has not yet been demonopolized.
In reality, of course, everything is much more complicated. “Why should Russian Railways allow private business into the most profitable sectors of passenger transportation?” says Leonid Komarov, deputy director of marketing of the Federal Passenger Inspectorate (FPI, the body responsible for passenger transportation in the new structure of Russian Railways). “Last year, passenger transportation brought Russian Railways losses in amounting to 27 billion. The only profitable sectors of this market are the “golden lines” (among them Moscow-St. Petersburg), the deregulated sector (coupe and SV), tourism (lounge cars, tourist trains), giving these directions to business, we. thereby increasing the state’s losses.” Unlike freight transportation, where private business has already surpassed Russian Railways in total volume, passenger transportation can only boast of four projects. For each of them, the management of Russian Railways made individual decisions, but there is no single package of regulatory documents for the admission of private passenger transport to the railway.
“Russian Railways and the state have not decided on private carriers,” says Gennady Venediktov, general director of the Okdail company. “So far, the company is arbitrarily deciding who to let on this route and who not. Until there is a clear legislative framework for the functioning of the private passenger transportation market , making strategic plans is pointless." Oakdale, however, is making such plans. Two years ago, the company announced its intention to launch the Baltic Express train and even decided to finance the purchase of cars.

The Eurosib company planned to create the First Passenger Company - in the summer of 2006 it was supposed to launch a high-speed double-decker electric train on the same (Moscow-St. Petersburg) route. Here even more difficulties arose: in addition to the usual approvals, certification of imported carriage stock was required. The project is currently frozen.
“It is quite possible that Russian Railways creates administrative barriers for independent carriers to enter the market,” says Oleg Kaverin from Grand Service Express. “But our positive experience in servicing luxury cars as part of the branded trains “Red Arrow” and “Tatarstan” as well as a fundamentally new type of service and perfect service offered to passengers, played a decisive role in the launch of the joint project “Grand Express”.

Transportation is not so scary

The annual losses of Russian Railways (27 billion rubles) on passenger transportation could scare off private traders, but there are no inexperienced neophytes in this market. “Before launching our own train, we outsourced to Russian Railways for three years - we were engaged in charter transportation, and since 2003 we have been servicing luxury cars on two branded trains,” says Oleg Kaverin. “We needed to develop technologies, understand where the weak points are traditional services in order to improve the quality of our services. We cannot take it by volume of transportation - there are no such financial opportunities, but we can take it by quality." Now the company is thinking about improving the service, serving the client “from doorstep to doorstep”: along with ordering a ticket, the company is ready to provide a taxi in Moscow and St. Petersburg, any special meals on board the train, hotel reservations, and additional services.
The project, according to its managers, is profitable: its cost, taking into account leasing payments and interest payments on loans, will be 1.2 billion rubles, the planned payback period is six years.
“Our calculations show that the traditional approach to the formation of trains can lead to a shortfall of 15 to 40% of income,” says Gennady Venediktov from Okdile. “In order not to lose money, you need to not skimp on marketing at the start of the project, form a train according to the optimal scheme, and in principle, passenger transportation can bring very good results."
Even in such a traditionally unprofitable direction as commuter trains, the profitability of passenger transportation can be tens of percent. This became obvious after Russian Railways began creating joint suburban passenger companies with regional administrations. In those regions where the administrations took a businesslike approach to the matter, companies began to make a profit literally the next year after their creation - for example, the Omsk-Prigorod, Novosibirsk-Prigorod and some others companies. This required only the installation of turnstile lines to combat free riders and the introduction of a more flexible approach to train schedules and composition. The Transgroup AS company, which was once created by the then Minister of Railways Nikolai Aksenenko, was also convinced that electric trains can be profitable. Now, in addition to its Moscow-Kaluga train, within two years the company wants to launch branded trains Moscow-St. Petersburg, Moscow-Tver, Moscow-Kryukovo (Zelenograd), as well as participate in the formation of suburban passenger companies in the regions and in the organization intermodal transportation Moscow - Sheremetyevo Airport (as in the direction Paveletsky Station - Domodedovo).
The Passenger Transportation company, part of Severstaltrans, is not making big plans yet; it wants to wait for a new price list for passenger transportation.
The executive director of the Tverskoy Express company, Alexander Chubarev, claims that the operating profit from operating the Megapolis train is 80%, but the payback period for his project is significantly longer than that of the Grand Express - until 2014. “We are very pleased with our performance,” he says. “The train has been running for only a month and a half, and immediately reached 74% load. Even despite the fact that two days out of the first month our platform at the Leningradsky station was being repaired and we were sent from Kievsky.” As of December 6, the company plans to launch a second train so that Megapolis departs not every other day, but every day. And next year, Tverskoy Express will add another train on this route, and will also launch the Moscow-Samara, Moscow-Kazan and Moscow-Helsinki routes. “Of course, we have the opportunity to provide a quality of service higher than on Russian Railways trains,” says Alexander Chubarev. “We take personnel, so to speak, from the street, we train them in our own educational centers. We prefer to hire young people. Moreover, having only one train ", we are very responsive to the wishes of our clients. Our carriages also have showers, there are facilities for moving disabled people, and there are sockets for connecting laptops. Feedback from the first month was very warm."
“If we had such shareholders, we would launch ten trains a year,” Oleg Kaverin envies. However, without changing shareholders, Grand Express still expects to launch another train from Moscow in a year (in 2008), but it has not yet been decided which of the million-plus cities it will go to.

Nobody wanted to give

Meanwhile, Russian Railways is also increasing its presence in the profitable segment of passenger transportation. This applies to both the branded train segment and the tourist destination. To work with tourists, Russian Railways has created a special division “RZD-tour”. This company intends to provide services for organizing individual and collective trips on the railways of Russia and beyond. "RZD-tour" has at its disposal 15 branded Russian Railways trains, lounge cars (in addition this year, Russian Railways has already purchased 15 such cars), conference cars, a bar car and restaurant cars, even a church car, recently built at the Moscow Plant named after Voitovich. In addition, the company plans to build new tourist trains. RZD Tour's ambitions are great: the company has already signed an exclusive agreement with the international operator Orient Express on the sale of 19 train tours of this operator in Russia, and is preparing similar agreements with other foreign companies. “We assume that already in 2007 we will be able to make the first project based on Russian Railways rolling stock to serve VIP clients on jointly developed routes. At the same time, we will need to work on such areas of tourism that are completely new on the market, which no one else offers ", said the company's development director Valery Gendelev.
However, Russian Railways is still not able to provide high-quality service to the entire growing elite segment on its own, so the number of private companies working in these areas outsourced to Russian Railways is increasing from year to year. This is best felt by factories specializing in the production of elite cars and special-purpose cars: Zircon-Service, the Voitovich Plant, this segment has grown at the Tver Carriage Works. At these enterprises we were told that these cars are purchased not only by Russian Railways, but also by private structures. “We feel the demand for luxury and tourist transportation by rail is growing. Now it is almost close to the level of the early 1990s,” says Gennady Venediktov. This creates the basis for cooperation with Russian Railways to service their charters and encourages private companies to acquire their own carriages for transporting tourists.
So far, Oakdile provides services to passengers of four trains - Nikolaevsky Express, ER-200, Aurora, and Nevsky Express. In addition, Oakdile owns several luxury cars, which it attaches to regularly running trains. This year, the fleet of Okdail saloon cars amounted to 10 units, and the volume of cooperation with Russian Railways in servicing VIP transportation has increased significantly. For example, Okdail opened its own service centers to serve wealthy passengers - four at train stations in St. Petersburg, four in other cities (Moscow, Veliky Novgorod, Bologoe, Ostashkov). Service companies like Oakdile are now appearing in Eastern and Western Siberia, the Caucasus and the European part. Although most of them are still on the “golden line” Moscow-St. Petersburg. The Lokotrans company is engaged in transportation on leased and own elite carriages. There is also the Transline company, which organizes meals for passengers on long-distance trains (including on the St. Petersburg-Helsinki line), inter-trip maintenance of passenger cars in depots, and cleaning of train depots and depots. In addition, it rents 28 dining cars and five buffet cars, servicing 14 trains, three of which are on the route favored by private travelers - Smena, Krasnaya Strela and Aurora. The Dal Express company operates on three roads - Oktyabrskaya, Moskovskaya and Krasnoyarsk, providing services for passengers along the route.
Of course, most service companies are waiting for the resolution of legal issues regarding their admission to the private passenger transportation market. Let us recall that the first participant in this market, the Grand Service Express company, also began with outsourcing. “To gain experience for your own business,” the company now explains.
EKATERINA DRANKINA

— Co-owner and Acting Chairman of the Board of Loco-Bank

“News” The annual net profit of Loko-Bank according to IFRS amounted to 2.3 billion rubles

Loko-Bank published annual consolidated financial statements in accordance with IFRS. Thus, in 2017, a pre-tax profit of 2.8 billion rubles and a net profit of 2.3 billion were received, the bank’s release stated.

Net interest income increased by 8% to 5 billion rubles, net commission income - by 42.7% to 2.1 billion. Net income from transactions with financial instruments measured at fair value, including available financial assets for sale amounted to 0.7 billion rubles compared to 0.6 billion a year earlier.

FAS: the court found Loko-Bank's advertising improper IFC is selling 15% of Loko-Bank's shares

The International Finance Corporation (IFC), which owns 15% of Loco-Bank, is withdrawing from its capital, a person close to the credit institution told Vedomosti, and a representative of Loco-Bank confirmed. According to him, IFC is leaving the bank's shareholders, the deal will close in May of this year.

On Tuesday, April 19, an extraordinary meeting of Loko-Bank shareholders was held, which approved the transaction for the bank to acquire 276,737 of its shares from I.D. Safeguard Cyprus Limited. “This is a technical company that is purchasing about 8.9% of the bank’s shares from IFC, then these securities will be purchased by the bank itself,” explained a representative of the credit institution.

Irina Grigorieva was appointed first deputy chairman of the board of Loko-Bank

The Board of Directors of Loko-Bank appointed Irina Grigorieva to the position of First Deputy Chairman of the Board. This is reported in the materials of the credit institution. Notification of the appointment will be sent to the Central Bank.

In October 2014, Grigorieva was appointed deputy chairman of the board and included in the bank's board of directors.

Irina Grigorieva’s total experience in the financial sector exceeds ten years. As Deputy Chairman of the Board, she oversees the development of retail business, as well as small and medium-sized businesses.

Loko-Bank placed exchange-traded bonds for 3 billion rubles

54.06% of the share capital is currently owned by five Cypriot companies, the ultimate owners of which control the following stakes in Loko-Bank: Stanislav Boguslavsky (19.99%), Vladimir Davydik (19.99%), Mikhail Rabinovich (13.30% ), Andrey Kulikov (13.19%). 15% and 11.06% are owned by portfolio investors - International Finance Corporation (IFC) and East Capital Financials Fund AB, respectively.
link: http://www.nalogi.ru/news/portal/1613189/

Loko-Bank introduces a real estate lending program on the secondary market

Loko-Bank is a “strong middle peasant” in the Moscow region with foreign participation. Operating since 1994. The main areas of business are lending to corporate clients, in particular medium and small businesses, attracting deposits from individuals, and working with securities. The ultimate owners control the following stakes in Loko-Bank: the family of Stanislav Boguslavsky (19.99%), Vladimir Davydik (15.2%), Mikhail Rabinovich (13.30%), spouses Andrey and Olga Kulikov (13.19%), Viktor Davydik (4.75%), Leonid Strunin and Leonid Fridlyand (3.23% each). 15% and 11.06% are owned by portfolio investors - International Finance Corporation (IFC) and East Capital Financials Fund AB, respectively.
link: http://credit-lines.ru/loko-bank

Loko-Bank opened a new office in St. Petersburg

CJSC Commercial Bank Loko-Bank is a progressively developing bank with the participation of foreign capital. Operating since 1994. The main areas of activity are lending to legal entities, in particular representatives of small and medium-sized businesses, servicing accounts of corporate clients, and working with securities. The ultimate owners control the following blocks of shares: Stanislav Boguslavsky - 19.99%, Vladimir Davydik - 19.99%, Mikhail Rabinovich - 13.30%, Andrey Kulikov - 13.19%. 15% and 11.06% are owned by portfolio investors - International Finance Corporation (IFC) and East Capital Financials Fund AB, respectively.
link: http://www.regblok.ru/index. php?new_div_id=4200

Vios Holdings Limited became the new shareholder of Loko-Bank

Glasom Investments Limited sold 6.5% of its shares in Loko-Bank to Vios Holdings Limited. This is stated in a message from the banking press service. The beneficial owner of Vios Holdings Limited is Russian businessman Mikhail Rabinovich, who is also a co-owner of TK Grand Service Express CJSC and a number of other companies specializing in the supply of high-tech equipment for railway transport.
link: http://www.banki.ru/news/lenta/?id=1618143

The new shareholder of LOCKO-Bank - 6.5% of shares were sold to VIOS HOLDINGS LIMITED.

On December 14, 2009, 6.5% of the shares of LOCKO-Bank were sold by GLEYSOM INVESTMENTS LIMITED to VIOS HOLDINGS LIMITED. The beneficial owner of VIOS HOLDINGS LIMITED is Russian businessman Mr. Rabinovich Mikhail Danilovich, who is also a co-owner of CJSC TK Grand Service Express and a number of other companies specializing in the supply of high-tech equipment for railway transport.
link: