Gennady Fadeyev

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Gennady Fadeyev
Геннадий Фадеев
CEO of Russian Railways
In office
22 September 2003 – 14 June 2005
Succeeded byVladimir Yakunin
Minister of Railways
In office
4 January 2002 – 22 September 2003
Preceded byNikolai Aksyonenko
Succeeded byVadim Morozov
Third head of Moscow Railway
In office
3 March 1999 – 4 January 2002
Preceded byIvan Paristy
Succeeded byVladimir Starostenko
Minister of Railways
In office
20 January 1992 – August 1996
Succeeded byAnatoly Zaytsev
Personal details
Born
Gennady Matveyevich Fadeyev

(1937-04-10) 10 April 1937 (age 87)
Shimanovsk, Russian Soviet Federative Socialist Republic (RSFSR)

Gennady Matveyevich Fadeyev (Russian: Геннадий Матвеевич Фадеев), born 10 April 1937, is a Russian railway executive who has been advisor to the General Director of Russian Railways since 2015.[1] Fadeyev was the first president of Russian Railways (from 2003 to 2005), and was Minister of Railways from 1992 to 1996 and from 2002 to 2003. He is a Full Cavalier of the Order "For Merit to the Fatherland" and an Honored Transport Worker of Russia.[2]

Fadeyev helped preserve the Ministry of Railways during the early-1990s privatization of state property after the dissolution of the Soviet Union. He oversaw the opening of train traffic on the Baikal–Amur Mainline (BAM); electrification of the Trans-Siberian Railway and the main route to China, and construction of a second rail bridge across the Amur river near Khabarovsk and a rail bypass of Krasnoyarsk with a bridge across the Yenisey river. Fadeyev organized Russian production of its own electric trains at the Demikhov Machine-Building Plant; created a joint venture for the production of heavy track equipment with the Austrian company Plasser & Theurer; implemented smart-card technology throughout Russia; launched the first inter-regional express trains to Ryazan, Tula, Oryol, Yaroslavl and Vladimir and Russia's first Aeroexpress routes, to Moscow Domodedovo Airport from Moscow Paveletsky railway station and from Kievsky railway station to Vnukovo International Airport; restoration of the Yasnaya Polyana station, near the Leo Tolstoy Museum; the Ladozhsky railway station in Saint Petersburg, and the transition from narrow to broad gauge on Sakhalin.[3][4] He is the last Russian railway executive with a rail background.

Biography[edit]

Fadeyev, the youngest of seven children, was born on 10 April 1937 in Shimanovsk, Amur Oblast, to Matvey Yakovlevich and Yekaterina Ivanovna. Matvey worked at the Amur Railway's Shimanovskaya station in a locomotive depot, outfitting steam locomotives. Fadeyev finished 10 classes at the Ministry of Railways departmental school number 59. He spent time with older relatives on the railway, immersing himself in its environment and learning railway work. After receiving his certificate, however, Fadeyev went to Vladivostok to enter its Higher Naval School. When he saw the ocean for the first time, he realized that he was ill-suited for the sea and became a railway worker. On the entrance exams of the Institute of Railway Engineers in Khabarovsk, Fadeyev scored 24 out of a possible 25 points.[5] He graduated with honours from the institute in 1961, and was sent to the East Siberian Railway.[6]

Early career[edit]

As a student, Fadeyev was a duty officer at the Shimanovskaya station, a train dispatcher at the Skovorodino station, and worked at the Irkutsk-Sortirovochny station. After graduation, he worked at the Taishet junction as a dispatcher and senior assistant before becoming chief engineer from 1963 to 1965.[5][6] Fadeyev then rose through the ranks of the Nizhneudinsk branch of the East Siberian Railway,[6] overseeing construction of a new station in Nizhneudinsk.[5] He was a member of the Nizhneudinsk City Council of Workers' Deputies from 1970 to 1975, and headed the railway's Taishet branch from 1974 to 1975.[6] Fadeyev was head of the railway's Krasnoyarsk branch from 1975 to 1977,[6] and was elected to the Krasnoyarsk Regional Council of Working People's Deputies. He was the East Siberian Railway's first deputy head from 1977 to 1979, and headed the Krasnoyarsk Railway from 1979 to 1984.[6] Fadeyev headed the October Railway in Leningrad from March 1984 to August 1987, and was elected to Supreme Soviet of the RSFSR in February 1985.[6] He was deputy minister, head of the Main Traffic Directorate, and a member of the Board of the Ministry of Railways of the Soviet Union from August 1987 to 1988.[7][page needed][6]

In 1988, Fadeyev became First Deputy Minister of Railways.[6][8] About 1,100,000 freight cars operated on Soviet railways that year, transporting 4,100,000,000 tons of cargo;[9] this was over three times the 2018 freight volume. The railways were independent enterprises, rather than branches of the ministry.[10]

Minister of Railways[edit]

On 20 January 1992, Fadeyev became Minister of Railways.[11] Shortly after his appointment, an agreement was reached to retain the universal 1520 mm track gauge. The Council for Railway Transport of the Commonwealth and Baltic states was created to maintain railway unity throughout the former Soviet Union. An agreement allocating rolling freight stock among the CIS and Baltic countries, developed with Fadeyev's participation, was signed in Minsk on 22 January 1993.[12] The Council for Railway Transport developed a unified tariff policy for interstate traffic. The Tariff Agreement for Railway Carriers of the CIS Countries was signed in February 1993, facilitating long-term contracts for international traffic.[13]

At Fadeyev's initiative and with his participation, federal programs for technical re-equipment of rail transport were implemented. Production of electric trains at the Demikhov Machine-Building Plant has been hastened; Passenger diesel and electric locomotives have been developed and produced in Kolomna; passenger cars have been developed at the Tver Carriage Building Plant, and freight-car production by Uralvagonzavod has increased.[14] In August 1996, after the re-election of Boris Yeltsin, Fadeyev resigned as minister and was elected Secretary General of the International Coordinating Council for Trans-Siberian Transportation.[15][16]

In the late 1990s, rail profitability fell and the bureaucratization of the ministry under Nikolay Aksyonenko was criticized.[17] The first reform, formulated by the ministry in 1998, under Aksyonenko, was criticized for creating a joint-stock company under the ministry instead of denationalizing the industry.[18] A program for reforming the Russian rail industry was developed under Fadeyev's leadership with the involvement of private consultants. The Accounts Chamber and the Prosecutor General's Office carried out large-scale inspections which revealed serious violations, resulting in a criminal case against Aksyonenko.[18]

On 4 January 2002, Fadeyev was re-appointed Minister of Railways.[19][20] The Russian rail industry was in a management crisis, with large federal and regional debts; over 300 criminal cases were initiated. Fadeyev learned that under Aksyonenko, large private mining companies were secretly using government funds to build railway approaches to promising coal and iron-ore deposits.[21]

In 2002, Russian railways had a significant amount of freight construction in progress. Wages of railway workers were lower than those of other industries, causing an exodus of qualified engineering personnel. The first cost-effective, deficit-free financial plan, which included state support for unprofitable passenger traffic, was formulated under Fadeyev in 2003. Preparations were made to separate state regulation from economic activity, leading to the creation of state-owned Russian Railways (headed by Fadeyev) at the end of 2003. Fadeyev predicted a strategic need for the Northern Latitudinal Railway and a third main route along the length of the Trans-Siberian Railway, and construction began 15 years later.[21][22]

Head of Moscow Railway[edit]

Fadeyev was appointed head of Moscow Railway, part of the Ministry of Railways, on 3 March 1999.[16] Under his leadership, Sputnik luxury service and express service with conductors to Tula, Oryol, Ryazan, Yaroslavl, Vladimir and other regional centers began. Fadeyev opposed Moscow Mayor Yury Luzhkov's 2001 plan for diesel passenger service around the city as unfeasible, and reconstruction and electrification for high-speed Lastochka service began in 2011.[4]

In August 2002, Russia's first Aeroexpress service began from Moscow Paveletsky railway station to Moscow Domodedovo Airport.[23][24] After a steep price increase by Riga Carriage Works, production of Russian electric trains began at the Demikhov Machine-Building Plant and Fadeyev instituted economic reforms.[4][25][26]

President of Russian Railways[edit]

On 22 September 2003, Fadeyev became the first president of Russian Railways.[27]

As president during that time, when the first investment program of the government began to operate, work was completed on the Severomuysky tunnel and traffic was opened along the entire length of the BAM; the "remaking" of the narrow gauge to the broad gauge on Sakhalin Island has begun. A significant part of the strategic lines in these years was electrified. The laying of the second track from the Karymskaya station to the Zabaikalskaya station was carried out and the complete electrification of the route to China was carried out; the electrification of the Trans-Siberian Railway was completed, the electrification of the northern route from the Volkhovstroy I station through the whole of Karelia to the Kola Peninsula was accelerated; electrification of the section from Stary Oskol station to Valuyki station was completed. In Saint Petersburg, a new international railway station Ladozhsky was put into operation with a full-fledged track development. Since 2003, the volume of rail transport and its quality have increased significantly.[22]

On 11 April 11, 2005 in Hannover, in the presence of President Putin and German Chancellor Gerhard Schröder, Fadeyev and Siemens CEO Hans Schabert signed an agreement on the purchase of 3 ready-made Siemens Velaro trains and the joint development and production in Russia of 52 electric trains based on Intercity-Express with maximum speed up to 300 km/h; the amount of this contract was 1.5 billion euros.[9]

It was assumed that the trains would be produced in Russia at a joint venture specially created with the Sinara Group, with the transfer of design and technical documentation to it, with the obligations of the German side to organize the repair of rolling stock in Russia, consulting, staff training and other services. However, 2 months later, after the appointment in June 2005 of Vladimir Yakunin as President of Russian Railways,[28] the configuration of the project was changed by the Board of Directors of Russian Railways: by 2006, the number of ready-made Siemens Velaro trains purchased in Germany was 8, while the contract amount decreased to 750 million euros, including 300 million euros for trains and 300 million euros for their maintenance for 30 years, but the localization of the production of such trains in Russia was no longer envisaged.[9]

Fadeyev considered this transformation of the agreement erroneous, unfavorable for the prospects for the development of the latest high-speed rolling stock in Russia. Fadeyev himself considered the disruption of the original contract with Siemens as one of the main reasons for his unexpected and involuntary resignation from the post of president of Russian Railways, as he resigned on 14 June 2005.[28][9][29][30][31]

From June 2005 to 2007, he was an assistant to the Prime Minister of Russia, Mikhail Fradkov, and was a member of the Board of Directors of Russian Railways.

After the resignation of the government of Fradkov in 2007,[32] he was removed from the Board of Directors of Russian Railways.

Later activities[edit]

Fadeyev is the author of the memoirs “My Destiny is the Railway”, published in 2007, which reflects the historical events in the industry, which he witnessed and participated in for more than 60 years.[22] Since 16 September 2015, Fadeyev has been an adviser, on a voluntary basis, to the president of Russian Railways, Oleg Belozyorov.[33]

Fadeyev, with Maksim Akimov and Oleg Belozyorov opening a new marshalling yard at Tynda station, BAM, on 7 July 2019

As a former minister and first president of Russian Railways, and after since 2015 in the status of adviser to the general director of Russian Railways, Fadeyev repeatedly convinced President Putin that the state should retain control of the strategic railway industry, considering it as one of the three pillars of Russian statehood, along with a strong army and powerful energy. According to Fadeyev's concept, the infrastructure of Russian Railways, including railways, bridges, tunnels, energy, automation and telemechanics (SCB) systems, traction, a reasonably necessary part of the car fleet, must remain under state control, in Fadeyev's concept. The participation of business in the Fadeyev's concept was envisaged for non-strategic railway facilities, for example, terminal and logistics centres, car repair enterprises, car fleet and others. In 2016, discussions intensified in the Russian government about the possible partial corporatization of the Russian Railways company, which Fadeyev took as a sign of impending disaster.

In September 2016, Fadeyev criticized the new system that emerged after the railway reform, built on vertically integrated profile directorates and super-centralised administration in Russian Railways, where management at the regional level turned out to be a weak link. As a result of the reform, Fadeyev noted in an interview with the corporate newspaper Gudok, the regional centres of corporate governance (RTsKU) that became the successors of the railways were deprived of the main levers of influence on production processes, began to engage only in coordination and consulting, lost the status of legal entities and the opportunity to participate in economic activities, ceased to manage financial, material and human resources. After the reform, the heads of the railways themselves turned into decorative figures - advisory and coordinating leaders, deprived of real managerial powers. “The directorates of the central level of Russian Railways are not capable of making prompt decisions in connection with the real situation in a particular region. Moscow cannot see everything that happens thousands of kilometers away and take into account the specifics of each road. A situation has arisen where the “tops” do not see all the real problems, and the “bottoms” cannot solve them due to the lack of the necessary resources,” Fadeyev critically said in April 2016 on the pages of the main Russian Railways newspaper.[10]

In December 2016, Fadeyev became the first among transport workers and the 34th in the history of the Russia to receive the Order of Merit for the Fatherland.[34]

In January 2017, when he was awarded the Order of Merit for the Fatherland, I degree, in the Kremlin, Fadeyev again turned to President Putin with an urgent request to keep Russian railways in the hands of the state.[4][5]

Between 2019 and 2020, Fadeyev, together with research institutes, is intensively working on solving the aggravated problem of coal export from Kuzbass in the direction of the Eastern landfill, for which Russian Railways, due to the lack of capacity of BAM and the Trans-Siberian Railway, non-transparently coordinates no more than 50% shippers' requests. He is a participant in consultations with federal authorities, a railway holding and cargo owners, an author of analytical materials and proposals for a way out of a crisis situation.[35][36]

Family and personal life[edit]

Fadeyev has been married to his wife, Lyubov Yevgenyevna Fadeyeva,[37] with a single marriage for over 60 years, since 1960, when they were engaged in the village of Kukhterin Lug, in Amur Oblast.

Lyubov also studied at the departmental school of the Ministry of Railways No. 59, a class older than Gennady; they have known each other since childhood. She graduated from the Pedagogical Institute in Blagoveshchensk with a degree in teaching English and German.[37]

The Fadeyev family has two daughters Irina and Tatyana, three granddaughters, two grandsons and one great-grandson.[22][37]

Irina (born 1961), is a doctor, and has the following children, Yevgenya, Galina, and Alkesnadr, including their future son, Vasily.

Tatiana (born 1966), is an engineer of communications, and has her following children, Anastasia, and Matvey.

Gennady has been involved in sports since childhood. In the years under 60, he had a new hobby, which was alpine skiing. He regularly rides in ski resorts in the Swiss and Italian Alps,[22] and was in Zermatt in February 2020, at the age of 82. He is also fond of tennis, cycling in the Meshchersky Natural Park and on an exercise bike, as his daily rate is 15–25 km; in his youth he played in the railway football and volleyball teams.[38] He is a theatergoer.[34]

References[edit]

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