Railway logistics finds itself in a situation where the tracks are ready for operation, but the driving force of the industry, diesel locomotives, have become "gold." The "Promzhdorttrans" Association has appealed to the Ministry of Energy for priority fuel supply to industrial railway transport enterprises. For the sector responsible for transporting goods from factories, quarries, and mines to the public railway network, this issue is not merely about operational costs but about survival. The crux of the problem lies not only in the disappearance of fuel from the market but also in its steep price increase, interruptions in wholesale supplies, and a forced shift to the expensive retail segment.
Private railway lines are the foundation of the economy. Over 80% of all freight, including coal, metal, defense industry products, and chemicals, transits through them. In the first half of 2026, loading on the RZhD network reached nearly 549 million tons, and behind each of these cargoes lies maneuver work at the access roads. Unlike RZhD's mainline sections, where electric traction is actively used, industrial transportation largely relies on diesel locomotives and diesel-generating units.
According to "Promzhdorttrans," enterprises are facing delays in order fulfillment and difficulties in stock exchange purchases.
In certain regions, at peak times, diesel prices reached 150-180 rubles per liter—a price that more than doubles the figures from the beginning of the year. Moreover, the jump from 60 rubles per liter occurred within a week. For maneuver work, where profit margins are often capped by strict tariffs or long-term contracts with cargo owners, such a surge in fuel prices is a severe blow.
Any commercial consumer whose business depends on fuel supplies would like to receive guarantees of diesel availability—this is a completely normal reaction to tightening markets, said Sergey Teryoshkin, CEO of Open Oil Market, to VG.
"Agricultural producers, freight carriers, and companies engaged in passenger transportation would undoubtedly want similar guarantees. These and other consumers are incurring costs due to rising prices and are wary of potential shortages in the coming months.
However, it is too early to speak of a diesel shortage in the market—historically, there has been a substantial surplus of capacity in the diesel market.
The export ban should saturate the domestic market: manufacturers currently have no alternative but to supply fuel within the Russian Federation.
However, consumers are dealing with crisis expectations. This can somewhat be compared to the operations of the Central Bank: there is inflation measured by Rosstat, and then there are inflation expectations that the Central Bank considers when adjusting rates. In the fuel market, "inflation expectations" are currently significantly higher than the actual "inflation," but these values may converge over time," believes the expert.
For industrial transport, these inflation expectations have already transformed into empty warehouses. The executive director of the association, Alexander Manyakhin, proposed the creation of working groups in each federal subject in collaboration with the Ministry of Energy. Such a format would allow for manual determination of diesel consumption sources and establish supply priorities for those ensuring uninterrupted logistics chains.
Experts note that the first hit was taken predominantly by the coal and ore industries. Pavel Ivankin, president of the National Research Center for Transport and Infrastructure, emphasizes that diesel is necessary not only for locomotives but also for auxiliary self-propelled machinery that supports infrastructure operations. In turn, Farid Khusainov from HSE highlights that for operators of access roads, diesel availability is a fundamental condition for operation, which is technically irreplaceable.
RZhD does not appear to experience visible fuel problems—clearly, the capabilities and administrative resources of the monopoly cannot be compared to those of the private sector. Moreover, JSC "RZhD" has even noted its more competitive positions compared to road transportation. Locomotives do not queue at gas stations and do not pay more for fuel.
However, the holding justifiably points out that for the overall stability of transportation, it is essential to adhere to unloading schedules and the readiness of the recipients' infrastructure. This creates a paradoxical situation: mainline transportation is on schedule, coal exports showed an 8.1% increase in the first half of the year, but the "first mile," i.e., work on access roads, is destabilized. If enterprises begin to cut expenses on road maintenance and locomotive repairs to offset overpayments for fuel, this will inevitably lead to reduced capacity and potential congestion.
The temporary reduction in diesel production due to refinery repairs is an objective fact that the market faces. Yet the prohibitive export measures implemented by the government are a macroeconomic tool. They saturate the market as a whole but do not instantly reach specific stations or oil depots. This is precisely where the mechanism requested by "Promzhdorttrans" is needed.
Without coordination, suppliers and brokers will continue to dictate terms, while end consumers remain hostage to speculative price heating.
While government agencies analyze the association's appeal, enterprises are compelled to operate "on the go." This situation requires not blanket criticism but the establishment of transparent prioritization criteria. Diesel fuel for industrial transport is not a pure market commodity, but rather a strategic component of the economy's uninterrupted operation.
If the situation does not stabilize, the rise in transportation costs will inevitably be factored into the product's cost, impacting the competitiveness of Russian exporters in global markets. Today’s "storm" in the fuel supply for access roads is a serious signal that "first mile" logistics need protection proportional to its contribution to national cargo flow.
Source: Vgudok
