Kazakhstan: The launch of freight wagon manufacturing in Atyrau stands out as one of the most important developments in the 1,520 mm gauge network in recent years. On one hand, the TEXOL Group is building an entire railway manufacturing cluster based on more than 25 years of experience in rail transport and freight wagon operations. On the other, the design philosophy is shaped by expertise drawn from automotive engineering and motorsport, i.e. fields that have always been integral to the life of founder and Chairman of the Board, Shota Abkhazava.
On the eve of TransLogistica Kazakhstan, he shared with ROLLINGSTOCK his vision for the potential of Kazakhstan’s rail sector, insights into the organisation of wagon production and design, and plans for an advanced rolling stock lineup, including the development of TEXOL’s own locomotive.
Published in the almanac “Rolling Stock Market. Kazakhstan” for the TransLogistica Kazakhstan transport and logistics exhibition
Shota Abkhazava, TEXOL founder and chairman of the Board. Source: TEXOL
Mr Abkhazava, Kazakhstan’s authorities have set the goal of making the country the main transport and logistics hub of Eurasia. In your view, to what extent do the recent changes in the sector align with this ambition and what challenges still need to be addressed?
Kazakhstan is the ninth-largest country in the world by area. It is primarily a landlocked nation, which makes rail by far the number one mode of transport for bulk freight. However, the network is still underdeveloped. Over the last 120 years, about 16,000 km of railway have been built across the country, and current expansion efforts are focused on eliminating bottlenecks, constructing new sections, and developing corridors.
This ongoing infrastructure development is encouraging. Nonetheless, I believe the focus should not be solely on construction. There are two key areas that need attention across the entire 1,520 mm gauge network. Firstly, we must reduce the cost of transport services so that rail can compete more effectively with road haulage. Currently, across the former USSR, the range over which road transport becomes competitive is increasing, it isn’t any good. Secondly, access to railway infrastructure, specifically, the user interface for arranging rail shipments, remains unnecessarily complex for smaller companies. Addressing these two aspects would have a significant impact.
Kazakhstan’s transit potential is unique: it lies between the world’s largest producers and consumers of goods. Geographically, it is ideally placed to realise its rail transport potential.
Regarding competition among several transit corridors from Asia to Europe—via Russia overland and by the Northern Sea Route, or via the Suez Canal—how realistic do you consider Kazakhstan’s transit ambitions, and what is TEXOL’s role within them?
It is clear that a certain crisis has arisen, triggered by the major event of the 2020s. Even now, considering the Caspian Sea as a natural barrier, the border with Central Asia only runs through Kazakhstan for Russia. Kazakhstan borders both China and southern neighbours across Central Asia. This transit potential will always be valuable, and it benefits everyone. Today, railway industry and transport ministry leaders in Kazakhstan are acutely aware of this potential and fully understand the need to develop it.
There is, of course, a Chinese Silk Road route that bypasses Kazakhstan entirely. However, I do not believe there will be only one path. There will be multiple corridors, providing alternatives, and the main priorities will be ease of access and competitive transport costs. Speed of delivery is another consideration. This is precisely where TEXOL Group’s infrastructure strategy is focused.
Am I correct in thinking that Kazakhstan’s government still keeps ownership of large infrastructure projects, without inviting private business to participate? Would you be ready to engage if offered the opportunity under certain conditions?
That’s not entirely the case. Private companies are already participating, albeit to a limited extent. We have undertaken a substantial and ambitious project to build a private railway in Western Kazakhstan. Personally, I am a strong advocate of attracting private investment to any infrastructure project. We engage extensively with the government and all stakeholders regarding a unified access model to the national railway network (mainline railway services – Ed.) and on fostering a greater number of private operators.
Currently, Kazakhstan has three rail freight operators: the national company Kazakhstan Temir Zholy and two private firms, DAR Rail and TTC-Service (part of Silkway Transit – Ed.). Of the 18 licenced operators, TEXOL Group is among them, but only a few are active, as access to the mainline rail network remains the decisive factor. I believe this must change, with the number of operators increasing.
During the visit of Kazakhstan’s Minister of Industry and Construction, Kanat Sharlapaev, to AVSZ, December 2024. Source: TEXOL
Are these lines built by private enterprise according to public access standards?
By law, our lines are classified as public railways, with the principle of unified access. However, since an adequate regulatory framework is yet to be established, everything is proceeding on an experimental basis which, in my view, has already proven its viability.
Whether Kazakhstan’s transit potential is realised depends on competitive rates, which require a competitive environment. This applies to everything. We are convinced that operator activities—meaning ownership and management of rolling stock—should be in the hands of private companies. It is a typical business and should be entrusted to private ownership. Comparative global practice shows that private rolling stock is utilised far more efficiently and that railways are built cheaper and faster under private management.
How many kilometres do you plan to build?
Our plans are extensive and comprise several stages. If we fulfil them all, it will amount to approximately 1,000 kilometres.
And I presume that with the creation of this line you will also be considering establishing your own locomotive fleet?
We already possess one, operating over access tracks which extend to several dozen kilometres, so we procure mainline locomotives for them.
How many do you acquire?
At present, our fleet consists of six shunting locomotives, and we are currently acquiring five mainline locomotives
Shota Abkhazava at the ceremony marking the rollout of the 100th freight car at AVSZ, May 2025. Source: TEXOL
Whose manufacture?
We utilise refurbished locomotives following a major overhaul. We are also considering modern Chinese locomotives, which KTZ is currently purchasing in large numbers.
It is crucial not to be left alone with such a locomotive. Servicing infrastructure in multiple regions is vital. If you introduce a unique type of rolling stock on the tracks, this can pose a limitation to operating efficiency. Any equipment is prone to failure and requires maintenance, even in minor matters.
In a recent interview, you announced plans to produce locomotives. Are these immediate plans?
Yes. We are now completing the first prototype and, I anticipate, will begin factory testing by the end of the year. The locomotive is also planned in an unmanned version: remote control plus systems designed to prevent common operator errors.
The relevance of this project lies in the fact that our typical locomotives, TEM2 and TEM7, are enormous machines demanding substantial maintenance every 48 hours. That is, every two days, special tasks must be undertaken. The concept is outdated, and such locomotives often haul just a handful of loaded or even empty wagons. There is no sense in using such large machines.
We first considered this eight years ago, when our initial shunting locomotives were replaced with rail-road tractors. It turned out that operating expenses weren’t two or three times lower, but roughly 18–20 times lower. We have no need to haul heavy consists of 60–70 wagons — why deploy a large locomotive? The reality is that a huge number of customers receive one to three wagons per day or even per week; owning their own locomotive would be obsolete. We have studied the experience of smaller locomotives capable of moving up to 20 loaded or up to 50 empty wagons. They are neither bulky nor expensive to run. Our first locomotive will be powered by gas, which is important for operations indoors: no petrol or diesel exhaust. Next, we are looking at hybrid and fully electric traction.
A locomotive and a rail-road shunter vehicle operated by TEXOL. Source: TEXOL
Unmanned operation like the Rio Tinto model in Australia?
No, so far only in shunting operations. Mainline automation is not yet feasible due to infrastructure limitations. For instance, in Atyrau Region alone there are 240 level crossings, so risks remain significant.
Will the locomotive be rail-road?
No, strictly rail traction.
Is this a major overhaul of the locomotive, or is it an original development?
It is entirely our own work. Moreover, we have employed innovative approaches that reduce torque in the transmission, allowing for the use of lighter engines and a unique drive system.
Did anyone assist with the engineering?
No one. This is 100% our work. Our design bureau developed the project completely from start to finish.
Freight wagon production at AVSZ. Source: TEXOL
Moving on to the main recent focus of TEXOL Group’s activities, wagon manufacturing. In a previous interview, you mentioned that developing your own wagon production is a step towards independence from external suppliers. However, the announced scale—production of up to 8,000 wagons per year—currently appears to exceed the company’s own needs. What proportion of output do you plan to supply to external customers?
If we consider external customers as those outside Kazakhstan, it all depends on market conditions. If ‘external’ refers to suppliers within Kazakhstan but outside the TEXOL companies, here is the situation. Over the next ten years, around 63,000 wagons in Kazakhstan will be retired, and it is necessary to build at least 6,000 wagons annually just to replace the fleet, excluding any growth. However, I expect growth to be quite intense, with new loading points and significant domestic potential.
Currently, a substantial volume of freight within Kazakhstan is transported by foreign rolling stock — by various estimates, this ranges between 30% and 40%. There is great potential for substitution, and we are prepared not only to address that but also to supply rolling stock to neighbouring countries such as Uzbekistan, Kyrgyzstan, Tajikistan, Azerbaijan, and Turkmenistan. We already have initial contracts in Georgia.
Returning to the issue of independence, I would note that our plant envisages a full production cycle and even focuses on using domestic raw materials. We are based in Atyrau, Western Kazakhstan, a region with a large volume of scrap metal. The oil industry alone generates about 200,000 tonnes of scrap annually due to pipes (their replacement – Ed.). This is high-quality scrap. Previously, it was exported, but now it will serve as the base for our metallurgical plant currently under construction. From 2027 onwards, we will be using our own metal in wagon manufacturing.
Is it correct to assume that 30% of wagon orders will be for your own needs, and 70% for external customers? Or is the ratio different?
We will proceed from our own needs and plans. We have ambitious plans for absolutely new and innovative wagons. On the one hand, we started with simple standard wagons: flat and gondola cars. On the other hand, from September the gondola will transition from manual to fully automated assembly line production. This is the first such conveyor line in the territory of the former USSR.
We plan to produce between 2,500 and 3,500 gondolas per year, unlikely to be higher or lower. The conveyor ensures low production costs and a stable pace of 8 to 10 wagons per day. The nominal capacity for tank cars is about 2,500 per year, measured in conventional petrol and oil tank cars. Additionally, there will be three versatile production lines for general-purpose rolling stock: box cars, flat cars, and specialised vehicles. A separate closed site is also being created for the most promising wagons with significantly improved specifications.
As for distribution, that will depend on the market. If there is strong external demand and favourable prices, we are ready to sell more to external customers.
TEXOL is to produce up to 2,500 tank cars at AVSZ annually. Source: TEXOL
Russian wagon suppliers are present in Kazakhstan, and local production is developing. Do other players, such as China’s CRRC, Slovakia’s Tatravagonka, and others, consider entering the Kazakh market?
They will certainly enter the market, but I do hope an understanding of the importance of developing domestic industry will be maintained (by the government – Ed.). We are members of the WTO and support an open market, but it is crucial to realise that indigenous capabilities are a strategically vital area for the nation. This creates new jobs for highly qualified specialists. Education adapts accordingly, forming a generation of people who will build the future not only in engineering but across the entire country. These are the engineers who will invent everything around us.
Returning to production, you announced the establishment of a metallurgical plant, where electricity cost is a key issue. As I understand, Atyrau has gas-fired power generation, which can give you a competitive advantage in pricing compared to other producers…
Indeed, we are located in Atyrau—the oil capital of Kazakhstan—near numerous fields, including gas fields, with large volumes of associated petroleum gas now almost fully utilised. Therefore, access to gas power here is the best, and our electricity production costs are the lowest in Kazakhstan. Moreover, we are building the foundry next to our CHP plant to minimise losses. We have direct electricity supply via two substations to the metallurgical plant.
Does the low cost of electricity provide a competitive advantage even compared to Russian manufacturers?
Yes, as well as the quality of raw materials. We use our own resources, not ore, but recycled metal. High product quality is achieved precisely because of this. Atyrau, as a metallurgical hub, remains significantly undervalued for now.
Processing of a railcar frame at AVSZ. Source: TEXOL
Currently, Kazakhstan is discussing restrictions on extending the service life of wagons. Public statements are unclear about how this measure will be implemented. Could you update us on the current stage of this discussion and your position on it?
The discussion is taking place at the very highest levels. The decision to ban service life extensions has been made and will apply to all wagon types. The Ministry of Transport of Kazakhstan is preparing the relevant decree. There is currently a struggle to exclude or postpone the enforcement date, primarily concerning gondola cars. Options under consideration include a ban on running wagons with extended overhauls in trains from 1 October 2025 or 1 January 2026, whereas lobbyists from operators seek to delay implementation until mid-2027.
We believe it is right to end this practice as soon as possible. New wagons are designed for 22 years of service, a figure backed by research and real-world experience. Extended-life wagons carry far higher risk of failures and incidents. In the USSR, extensions were allowed in exceptional cases due to shortages. Russia banned extensions back in 2016. In Kazakhstan today, registration of wagons with less than 60% service life remaining is prohibited, but wagons can still enter the network and carry cargo by indirect routes through registration in Kyrgyzstan or Uzbekistan. Under such circumstances, developing machine-building is very difficult. Therefore, the question is not if extensions should be banned, but rather when.
Moreover, the authorities do understand that there are already five new plants in the country that need to be kept busy with orders…
Exactly. This is an ideal moment for such a decision. On the 1,520 mm gauge network, there is currently an oversupply of rolling stock, so no one except a few operators will be negatively impacted. Of course, as operators, we would all like to run wagons indefinitely. But this is a matter of responsibility. Society should not face additional risks to serve the profits of a handful of companies. Unlike them, new plants create jobs and drive technological progress. For example, although we are a young plant, we have already developed innovative LPG and oil tank cars that stand out as the best in the market for their characteristics.
Modern production equipment at AVSZ. Source: TEXOL
Returning to the business model of your wagon manufacturing, what were the key considerations when developing your business model?
Our plant is the polar opposite of the well-known, long-established market players. The Atyrau Freight Car Building Plant (AVSZ) is the first plant in the 1,520 mm gauge market built completely from scratch specifically for wagon manufacturing. All other factories date back to the Soviet era and were designed as large-scale strategic full-cycle facilities characterised by long distances between workshops, their own road infrastructure with traffic lights, and, for example, the Azovmash plant even had an airport.
Our approach is different. I personally trained as an automotive engineer and lean more towards the modern methods of Toyota, General Motors, Volkswagen. We built a compact factory with optimised space and minimal logistics. The offices are integrated directly into the workshops: the director, chief engineer, and technologists work on site. This follows Toyota’s principle: to feel the factory’s rhythm. In other plants, moving from the director’s office to the foundry requires a car. We have everything nearby.
We are not aiming to be the biggest plant. I always say: we must be the best, not the biggest. Being the biggest does not equate to being the best.
That reminds me of what FreightCar America does in Mexico, they also have a fairly compact production…
It is not just Mexico and Brazil where this happens. Nearly all modern plants are constructed this way, in Turkey, China, too. We studied optimal models. As an engineer, I have been personally engaged in this. Modern engineering groups consider the optimal number of workers to be 1,700–1,800 people. Classic Soviet large plants employed tens of thousands. That places huge strain on facilities like entrances, changing rooms, showers, canteens…
Once you cross a certain threshold, technological line failures occur, stockpiling swells, the size of facilities grows, and problems arise. We built what I consider to be the best plant in the former USSR’s space. We have received visits from engineers from Italy, Germany, China. The Chinese were more reserved, but many commented that this could be the best plant in Europe today, judging by the level of technology design, internal logistics, and efficiency.
Another factor is Atyrau itself. It is one of the youngest cities, with a high birthrate and lots of youth. They need education, opportunities to earn and start families, good jobs. Oil, gas, and processing industries generate vast sums of money but few jobs, due to high automation. We adhere to a balance between people and robots, because humans provide production flexibility, while robots achieve high efficiency in narrowly specialised tasks, which limits adaptability to market changes.
The 16-9541 articulated LPG tank cars operated by TEXOL. Source: TEXOL
What production volume is required to ensure profitability?
For gondola cars, we need around 2,400 to 3,000 units per year, and for tank cars, about 2,000 more. In total, 4,500 to 5,000 wagons annually will secure a very solid footing for us. Currently, we have a two-year programme of orders guaranteed. Beyond that, everything depends on the market.
Let me reiterate: we are building the best plant with minimal production costs. We optimised logistics, location, and technology to reduce expenses. We hope to lead the market in both quality and price.
What are your plans for sales by wagon type: gondolas, tanks, box and flat cars?
Gondola wagons are the most numerous type of rolling stock and have the shortest service life. The domestic Kazakh market has a high demand for these, including within our region (the Atyrau region – Ed.) itself.
Oil tank cars — located near us are the Atyrau Oil Refinery, as well as Pavlodar and Shymkent. All three plants have increased their production capacity following modernisation. For example, the Atyrau refinery is expected to reach a throughput of 7 mln tonnes (of crude oil per year – Ed.), whereas previously it operated at 3.5–4 mln tonnes and was originally designed for 5 mln tonnes. The typical service life of these tank cars is approximately 32 years. There is a clear demand for this type of rolling stock.
Box cars — we ourselves are one of the largest operators of these in Kazakhstan. There remains a vast infrastructure built up since Soviet times, and transport in box cars continues to be the most cost-effective.
Flat cars are in demand due to the growth in container transportation. Our task is to manufacture the best wagons of every rolling stock type.
Why did you not pursue swap bodies instead?
There must be a balance. To quote a Soviet doctor of technical sciences: “An amphibious car is a vehicle that drives badly and a boat that floats badly.” Universalisation often leads to inefficiency. Here, too, a gondola is more efficient than a swap body due to weight optimisation. A hopper wagon is better for grain than a specialised container, which requires new infrastructure and also has suboptimal tare weight.
Swap bodies are mentioned in transport market crises and then forgotten. We see the future in 80-foot container flat cars to carry four heavy 20-foot containers. This is genuinely needed by the market: we had a project for a unique 13-6741 flat car, and we are now at the final stage of releasing such a proprietary wagon.
Tank-containers mounted on the 13-6741 articulated flat car. Source: TEXOL
Will you produce tank containers?
Yes, they will be created for so-called new types of cargo. Competing in oil and petrochemical tank container manufacturing is tough due to China’s technological and cost advantages. However, we are seriously considering segments for new generations of cargo, which Chinese partners have yet to approach.
Will you enter the LNG tank container segment, where technology is complicated by cryogenics?
Yes, cryogenics require specialised dewars to minimise heat transfer, among other things. In this area, our engineering developments give us a chance to compete, but tank containers will cover more than just LNG. We already have orders for some unique new-generation cargoes that are almost non-existent elsewhere. Our acquired equipment enables the production of various tank container models.
Designing race cars and participating in car racing are a significant part of Shota Abkhazava’s life, also benefiting his railway business. Pictured left: Shota Abkhazava behind the wheel of a racing Lamborghini Huracan leading on the Nürburgring circuit in Germany, August 2025. Source: TEXOL
Will you develop cryogenic expertise in-house or invite external specialists?
We will rely on our own capabilities. We have considerable experience — we started this work about five years ago and have come a long way. Naturally, there will be cooperation with certain material producers. I have a background in designing and manufacturing racing cars, which always involves new technologies and materials. This experience will greatly assist us in delicate matters like cryogenics.
And here the question arises about hydrogen containers. Do you see prospects for the hydrogen market?
It is probably inevitable, but it is a very complex topic. I have been involved with it since my student days. The Soviet Union was seriously working on alternative fuels at the time. For example, the Tu-155 flew on liquefied hydrogen and natural gas. For the 1980s, this was a plane of the future. I took part in projects related to the RAF minibus with a hydrogen engine. We then learned many of the challenges of this fuel. Modern materials help address some of these challenges, and that is also one of our advantages.
And since Atyrau is focused on petrochemicals, electrolyzers for hydrogen production could be installed here as well…
Absolutely! Together with the Atyrau regional authorities, we are currently closely monitoring the bioethanol issue. We have a problem with reeds in our region and are working on next-generation bioethanol enriched with hydrogen, which will also effectively reduce greenhouse gas emissions.
Hydrogen is unlikely to become a widespread fuel. Its role is as a nutrient for batteries and for enriching bioethanol. However, transporting it will be necessary. In its pure form, hydrogen is inefficient as a fuel except in narrow fields such as rocket science.
Tank car fleet of TEXOL group. Source: TEXOL
Do you plan to develop the piggyback platform segment?
We are among the most advanced wagon builders in this area. We are currently developing a new generation of such piggyback platform that could significantly change the market.
Recently, Wabtec in Kazakhstan received TR CU 001/2011 certification for articulation units for freight wagons, and TEXOL Group was the main customer for articulated rolling stock. Was the unit certified under your order?
Yes, we are preparing a whole line of articulated wagons. This is not a universal solution but a highly selective application for improving transport efficiency. For example, we ordered articulated tanks for LPG and light petroleum products like gas condensate, white spirit, kerosene, gasoline. Our own first articulated wagon is expected to be an 80-foot container flatcar, which has already passed testing.
Will you master the production of articulation units yourselves?
Yes, definitely. We are discussing this topic with Wabtec and developing our own units. Wabtec’s articulation unit is good because it allows for multi-unit wagons. It’s common to have a single articulation unit, but we are going further – developing designs with multiple articulation units.
I immediately wonder, what curves will they be able to negotiate…
That is one of the conservative myths about our wagon — that articulated wagons perform worse on tight curves. This is not true: the articulation unit has more degrees of freedom than a standard coupling and imposes no restrictions.
When do you plan to release your own bogie for a 25 tf axle load?
We hope to have it by 2026.
The 12-6785 gondola car produced by AVSZ. Source: TEXOL
Business strategies of major wagon manufacturers traditionally include having their own leasing company. American firms Greenbrier and Trinity have such companies, and United Wagon Company also had a leasing company. Do you plan to enter the leasing business?
We recently held a meeting on the topic. Kazakhstan’s legislation differs significantly from Russia’s in this respect. We discussed parameters for starting such an activity. The leasing company must be economically efficient, and under Kazakhstan’s tax law it would currently be a burden. It is not relevant now, but if the legislation changes, we will revisit the issue.
The science and technology centre KazTsTT you are creating, judging by announcements, should become one of the largest wagon engineering, certification, and testing centres in the 1,520 mm gauge market. What goals are you setting for its development?
As a plant, we focus on creating a wide range of truly innovative wagons. For this, a nearby testing centre is necessary for both factory and certification testing. We work closely on the project with KTZ: at one point, Nurlan Sauranbaev (now Minister of Transport of Kazakhstan – Ed.) greatly inspired us and confirmed that KTZ will maximise its focus on the capabilities of our certification centre. Naturally, we will offer the centre’s services on the external market to other customers.
We have acquired unique equipment, the best in the 1,520 mm gauge market, including 3D test benches. We plan to build two experimental loops and one test section with a total length of about 50 km.
Will there be electrification of the tracks?
There are no such plans at present, only levelled tracks for assessing infrastructure impact and for running gear testing.
Metalworking of freight car components at AVSZ. Source: TEXOL
You handle transportation of high-margin cargo and essentially control the entire wagon lifecycle. Thus, onboard telematics and predictive maintenance systems for condition-based fleet management could be in demand by TEXOL Group. What are you doing in this area?
We have been working extensively in digitalisation for a long time, but our perspective on this matter is different. Firstly, there is a risk that a sensor on some remote railway halt could be removed from a wagon and stolen.
Secondly, while this all sounds promising, in practice we already operate on a condition-based maintenance model. The interval between major overhauls is ten years. None of the wheels on a classical 18-100 bogie come close to the next overhaul since they undergo several reprofilings. Depot maintenance mileage is set at 160,000 kilometres, but everyone follows the established timelines, and in reality wagons travel much further.
We focus on analysing wagon condition at fixed points. For example, we are developing technology to create a railway section with sensors spanning 150 metres to ensure almost 100% reliable analysis of wheel and component condition. We also propose RFID tags in components for identification purposes. This will be a step forward.
Regarding cargo geolocation, two factors work against it. First, national security agencies in both Russia and Kazakhstan are rather sceptical. Second, in my opinion, real-time geolocation is not crucial. On average, passing loops appear every 25-30 kilometres and stations every 50-70 kilometres. Using ground sources, it is possible to know exactly where all the rolling stock is, and, with appropriate support from security services, make the system more convenient and accessible. From a cargo transportation perspective, a 15-minute error either way is inconsequential, especially when wagons move over two weeks.
Interviewed by Sergey Belov, Co-founder and Editor-in-chief ROLLINGSTOCK Agency
***
Bio
Shota Abkhazava, Chairman of the Board of TEXOL Group. Entrepreneur, race car designer, racing driver, and creator of three race circuits in different countries. Born in 1971. Graduated in 1993 from the Moscow Automobile and Road Construction State Technical University (MADI) specialising as a mechanical engineer with a focus on race car design.
After university, he began his career in Atyrau, where he founded the TEXOL company. He is actively implementing projects aimed at fundamentally changing the direction of development in the Atyrau region by reducing dependence on resource-based economy and transitioning to sustainable development without the use of fossil fuels. Citizen of Kazakhstan. Married with three children.
TEXOL
TEXOL is a Kazakhstani group of companies headquartered in Atyrau. It provides a full range of services in railway freight transportation. The group’s key competencies include transportation of liquefied gases, petroleum products, and dry cargo. The group includes Kazakhstan’s largest wagon repair facility Ak-Zhaik-7, two repair and testing facilities, a new rolling stock wheel workshop, the country’s largest liquefied hydrocarbon gas (LHG) storage facility equipped with unloading/loading infrastructure and gas tank preparation facilities, and the Atyrau Freight Car Building Plant.
The TEXOL Group owns the second-largest fleet of gas tank cars in the CIS, box cars, petroleum benzine tanks, and container flatcars. The group is also engaged in a major infrastructure project constructing railways in the Atyrau region, expected to stimulate development of the Inder district and part of Western Kazakhstan.
Atyrau Freight Car Building Plant
The planned capacity is 8,000 wagons per year. The investment volume is $350 mln, creating 3,700 jobs. The initial phase includes production of gondola cars, container flatcars, and tanks for oil, LHG, and chemicals. Future expansion will cover production of box cars, hoppers, and products for the 1,435 mm European gauge. Innovative products will include articulated flatcars and LHG tanks. Development is planned in two phases: Phase 1 (2023–2024) focuses on certification, small-scale production, and staff training; Phase 2 (2025–2027) will establish automated lines, a testing centre, and a foundry.
AVSZ is one of the projects within the large industrial cluster Texol Industrial in Atyrau. The cluster also includes the Kazakhstan Engineering Centre for Transport Technologies, a testing centre, and the Makhambet industrial-production complex. The project aims for innovation and a high localisation level of 96%.
