III КВАРТАЛ 2022Г. - 55 баллов
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2008 As a percentage of 2007 figure Production of vehicles, trailers, semi-trailers 104.6 Trolleybuses, units 715 109.8 Trucks (thousand units) 255 89.5 Of which: Those with carrying capacity over 3 tons 106 93.1 Cars (thousand units) 1,470 113.6 Of which: Those with engine power less than 90 hp 812 94.3 Of which: Those with engine power over 90 hp. 658 151.8 Buses (thousand units) 66.0 74.3 Of which: Those with diesel engines, units 8,126 70.1 Vans and special tank cars (thousand units) 30.4 103.2 Vehicles for municipal economy(thousand units) 12.3 100.4 Trailers and semi-trailers for trucks (thousand units) 26.1 96.2 Trailers and semi-trailers for tractors (thousand units) 10.8 100.4 Production of vessels, aircraft and spacecraft etc. 112.5 Mainline diesel locomotives, sections 49 83.1 Mainline EMU, units 261 157.2 Shunting and industrial diesel locomotives for broad gauge, units 264 114.8 Cargo railcars (thousand units) 42.6 110.3 Passenger railcars, units 2,100 115.2 Of which: wagons for electric trains 827 108.2 Machinery for track maintenance, units 105 66.9 Motorcycles, units 1,897 49.5
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2008 Reference
Billion, t/km As a percentage of 2007 figures 2007 figures as a percentage of 2006 figures
Transport throughput4,944 100.6 102.4 Of which:railway 2113.2 101.1 107.1 Road haulage 215.5 104.7 103.6 Sea transport 84.6 130.1 105.6 River transport 63.5 73.9 99.2 Air transport (transport aviation) 3.7 107.6 117 Pipelines 2,463.5 100.0 98.6
Loading volume of basic cargoes on railway transport
2008 Reference Million tons As a percentage of 2007 figures 2007 figures as a percentage of 2006 figures Cargoes 1,303.7 97.0 102.6 Of which:coal 296.6 103.6 99.6 Coke 12.2 97.3 110.2 Oil and oil products 232.1 99.6 102.1 Iron and manganese ores 102.3 92.8 101.7 Non-ferrous metal ores 24.8 96.1 104.4 Ferrous metals 78.7 94.6 104.1 Ferrous metal scrap 24.6 91.6 100.7 Chemicals and mineral fertilisers 42.1 93.3 105.2 Construction materials 197.1 98.2 99.9 Cement 36.0 86.9 108.4 Timber 55.4 83.9 103.0 Grain and cereals 24.1 88.9 119.1 Mixed fodder 1.4 100.4 93.8 Import freight 15.6 108.6 130.7
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2008 As a percentage of 2007 figure Production of vehicles, trailers, semi-trailers 104.6 Trolleybuses, units 715 109.8 Trucks (thousand units) 255 89.5 Of which: Those with carrying capacity over 3 tons 106 93.1 Cars (thousand units) 1,470 113.6 Of which: Those with engine power less than 90 hp 812 94.3 Of which: Those with engine power over 90 hp. 658 151.8 Buses (thousand units) 66.0 74.3 Of which: Those with diesel engines, units 8,126 70.1 Vans and special tank cars (thousand units) 30.4 103.2 Vehicles for municipal economy(thousand units) 12.3 100.4 Trailers and semi-trailers for trucks (thousand units) 26.1 96.2 Trailers and semi-trailers for tractors (thousand units) 10.8 100.4 Production of vessels, aircraft and spacecraft etc. 112.5 Mainline diesel locomotives, sections 49 83.1 Mainline EMU, units 261 157.2 Shunting and industrial diesel locomotives for broad gauge, units 264 114.8 Cargo railcars (thousand units) 42.6 110.3 Passenger railcars, units 2,100 115.2 Of which: wagons for electric trains 827 108.2 Machinery for track maintenance, units 105 66.9 Motorcycles, units 1,897 49.5
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2008 Reference
Billion, t/km As a percentage of 2007 figures 2007 figures as a percentage of 2006 figures
Transport throughput4,944 100.6 102.4 Of which:railway 2113.2 101.1 107.1 Road haulage 215.5 104.7 103.6 Sea transport 84.6 130.1 105.6 River transport 63.5 73.9 99.2 Air transport (transport aviation) 3.7 107.6 117 Pipelines 2,463.5 100.0 98.6
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2008 Reference Million tons As a percentage of 2007 figures 2007 figures as a percentage of 2006 figures Cargoes 1,303.7 97.0 102.6 Of which:coal 296.6 103.6 99.6 Coke 12.2 97.3 110.2 Oil and oil products 232.1 99.6 102.1 Iron and manganese ores 102.3 92.8 101.7 Non-ferrous metal ores 24.8 96.1 104.4 Ferrous metals 78.7 94.6 104.1 Ferrous metal scrap 24.6 91.6 100.7 Chemicals and mineral fertilisers 42.1 93.3 105.2 Construction materials 197.1 98.2 99.9 Cement 36.0 86.9 108.4 Timber 55.4 83.9 103.0 Grain and cereals 24.1 88.9 119.1 Mixed fodder 1.4 100.4 93.8 Import freight 15.6 108.6 130.7
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[DETAIL_TEXT] => Production of transport means and equipment
2008 As a percentage of 2007 figure Production of vehicles, trailers, semi-trailers 104.6 Trolleybuses, units 715 109.8 Trucks (thousand units) 255 89.5 Of which: Those with carrying capacity over 3 tons 106 93.1 Cars (thousand units) 1,470 113.6 Of which: Those with engine power less than 90 hp 812 94.3 Of which: Those with engine power over 90 hp. 658 151.8 Buses (thousand units) 66.0 74.3 Of which: Those with diesel engines, units 8,126 70.1 Vans and special tank cars (thousand units) 30.4 103.2 Vehicles for municipal economy(thousand units) 12.3 100.4 Trailers and semi-trailers for trucks (thousand units) 26.1 96.2 Trailers and semi-trailers for tractors (thousand units) 10.8 100.4 Production of vessels, aircraft and spacecraft etc. 112.5 Mainline diesel locomotives, sections 49 83.1 Mainline EMU, units 261 157.2 Shunting and industrial diesel locomotives for broad gauge, units 264 114.8 Cargo railcars (thousand units) 42.6 110.3 Passenger railcars, units 2,100 115.2 Of which: wagons for electric trains 827 108.2 Machinery for track maintenance, units 105 66.9 Motorcycles, units 1,897 49.5
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2008 Reference
Billion, t/km As a percentage of 2007 figures 2007 figures as a percentage of 2006 figures
Transport throughput4,944 100.6 102.4 Of which:railway 2113.2 101.1 107.1 Road haulage 215.5 104.7 103.6 Sea transport 84.6 130.1 105.6 River transport 63.5 73.9 99.2 Air transport (transport aviation) 3.7 107.6 117 Pipelines 2,463.5 100.0 98.6
Loading volume of basic cargoes on railway transport
2008 Reference Million tons As a percentage of 2007 figures 2007 figures as a percentage of 2006 figures Cargoes 1,303.7 97.0 102.6 Of which:coal 296.6 103.6 99.6 Coke 12.2 97.3 110.2 Oil and oil products 232.1 99.6 102.1 Iron and manganese ores 102.3 92.8 101.7 Non-ferrous metal ores 24.8 96.1 104.4 Ferrous metals 78.7 94.6 104.1 Ferrous metal scrap 24.6 91.6 100.7 Chemicals and mineral fertilisers 42.1 93.3 105.2 Construction materials 197.1 98.2 99.9 Cement 36.0 86.9 108.4 Timber 55.4 83.9 103.0 Grain and cereals 24.1 88.9 119.1 Mixed fodder 1.4 100.4 93.8 Import freight 15.6 108.6 130.7
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2008 As a percentage of 2007 figure Production of vehicles, trailers, semi-trailers 104.6 Trolleybuses, units 715 109.8 Trucks (thousand units) 255 89.5 Of which: Those with carrying capacity over 3 tons 106 93.1 Cars (thousand units) 1,470 113.6 Of which: Those with engine power less than 90 hp 812 94.3 Of which: Those with engine power over 90 hp. 658 151.8 Buses (thousand units) 66.0 74.3 Of which: Those with diesel engines, units 8,126 70.1 Vans and special tank cars (thousand units) 30.4 103.2 Vehicles for municipal economy(thousand units) 12.3 100.4 Trailers and semi-trailers for trucks (thousand units) 26.1 96.2 Trailers and semi-trailers for tractors (thousand units) 10.8 100.4 Production of vessels, aircraft and spacecraft etc. 112.5 Mainline diesel locomotives, sections 49 83.1 Mainline EMU, units 261 157.2 Shunting and industrial diesel locomotives for broad gauge, units 264 114.8 Cargo railcars (thousand units) 42.6 110.3 Passenger railcars, units 2,100 115.2 Of which: wagons for electric trains 827 108.2 Machinery for track maintenance, units 105 66.9 Motorcycles, units 1,897 49.5
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2008 Reference
Billion, t/km As a percentage of 2007 figures 2007 figures as a percentage of 2006 figures
Transport throughput4,944 100.6 102.4 Of which:railway 2113.2 101.1 107.1 Road haulage 215.5 104.7 103.6 Sea transport 84.6 130.1 105.6 River transport 63.5 73.9 99.2 Air transport (transport aviation) 3.7 107.6 117 Pipelines 2,463.5 100.0 98.6
Loading volume of basic cargoes on railway transport
2008 Reference Million tons As a percentage of 2007 figures 2007 figures as a percentage of 2006 figures Cargoes 1,303.7 97.0 102.6 Of which:coal 296.6 103.6 99.6 Coke 12.2 97.3 110.2 Oil and oil products 232.1 99.6 102.1 Iron and manganese ores 102.3 92.8 101.7 Non-ferrous metal ores 24.8 96.1 104.4 Ferrous metals 78.7 94.6 104.1 Ferrous metal scrap 24.6 91.6 100.7 Chemicals and mineral fertilisers 42.1 93.3 105.2 Construction materials 197.1 98.2 99.9 Cement 36.0 86.9 108.4 Timber 55.4 83.9 103.0 Grain and cereals 24.1 88.9 119.1 Mixed fodder 1.4 100.4 93.8 Import freight 15.6 108.6 130.7
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Experts report that 28 A-Class Logistics Complex Engineering Design Projects have been declared in Russia at present time, but a considerable number of them have been put on hold. While estimating prospects for this sector’s development during the crisis, market participants emphasise that each region has its own peculiarities.Array
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[DETAIL_TEXT] => The Moment of Truth
Just half a year ago there were not enough warehouses and the demand for warehouse space exceeded the amount available to rent by 1.5 times. Rent contracts were signed long before construction was completed and sites put into use. Thus the profitability of warehouses in Russia was twice that of Europe – that is, about 15%. In 2007, the construction cost was 1,000 dollars per sq m (about 15% annually, with a recovery time of about eight years). In 2006, it was 800 dollars (recovery time six years).
Nevertheless, within five years less than 50% of declared warehouse space had been put into operation, and of course it took place against the background of a constant rise in rent prices. Because of a serious lack of supply, B-Class warehouse rent prices appeared too close to A-Class rate levels (the average growth was 10-15% a year).
The first features of the crisis in the warehouse market could already be seen at the end of summer 2008, when sales volumes for many enterprises fell. By autumn, freight traffic had fallen sharply, by 30-40%. The Executive Director of “Buks & Co” Company, Julia Timoshina, notes that by, autumn 2008, in comparison with the beginning of that year, 30% less electronics goods were imported, 10-15% less consumer goods (including clothes and footwear), and 40% less manufacturing equipment. The volumes of some types of internal cargoes (finished metal products, scrap metal, etc.) had dropped even more.
It is hardly necessary to mention that such a situation has hit Russian logistics managers hard. According to Knight Frank, at the beginning of 2009 the average level of vacant premises in A-Class complexes exceeded 25%, in B-Class this level was 4%. To understand the whole situation on the Russian market, it is necessary to consider each region separately.
St. Petersburg: Calculations Broken by Reality
In 2007, total warehouse capacity in St. Petersburg was more than 5 million sq m, and more than 6 million sq m if suburban spaces were included. The total shortage was about 1.5 million sq m.
Class A and B warehouse areas represented about 10% of the total on offer, and within the next two or three years the share of Class A and B premises was supposed to increase by 20-30%. Occupancy levels for Class A and B warehouses were almost 100%.
Experts said that investments in warehouse real estate in St. Petersburg and the surrounding Leningrad region should have increased two-fold - up to 4 billion dollars in 2008-2009. In 2008, it was possible to expect the appearance of about an extra 1 million sq m of warehouse space in the city and region, and by 2010 a doubling of available space was expected.
But in the fourth quarter of 2008, only 63,625 sq m of the previously announced 1.3 million sq m, was put into use. A total of 230,395 sq m of Class A and B warehouse complexes were opened, which was only 15% of the total new warehouse space announced for 2008.
Such a low figure is the result of the financial crisis. The majority of large projects were announced for completion in the fourth quarter of 2008, but difficulties with financing forced developers to postpone plans. By September 2008, warehouse construction costs had grown by an average of 24% in comparison with the 2007 figure, and rose to approximately 1,100 dollars per sq m. for a good quality terminal.
Almost 1.6 million sq m of good quality warehousing areas was announced to be opened by the end of 2009. It is quite difficult to tell now which particular projects will be frozen and which will not be realised. The projects that are in the final stages of construction, or those where occupancy has changed from 2008 to 2009, and also certain parts of other large projects should be completed.
Participants in the market notice a decrease in new rent contracts from $145-150 per sq m a year down to $135-138, but simultaneously rent payments are growing with the rise of the dollar and euro against the rouble.
Experts worked out the reason for this situation to be the overheated market and the consequent overabundance of premises. Now, as a result, in St. Petersburg up to half a million square metres of already constructed or near-finished warehouse space is available. There is a very high risk that these 400,000-500,000 sq m will remain vacant, at least for the next 12 months. Therefore, new and nearly completed projects are frozen in this region. Those sites that were scheduled to be opened in February 2009 are postponed until 2010 and investors and developers are afraid that there will simply be no tenants for these areas.
Valery Trushin, the Head of the Research and Analysis Group at Colliers International, thinks that in 2009 about 500,000 sq m of new warehouse space will be opened, although 1.16 million sq m was announced. “We do not predict a deep fall in rent prices, such as 20 per cent down or more. In 2009, rents will be in the range of 110 - 125 dollars per sq m a year,” considers Trushin. (Today’s rates for A-Class sites are 120 - 140 dollars, and for B-Class – 110 - 120 dollars per sq m).
Nikolay Pashkov, the Director for Professional Activity at “Knight Frank St. Petersburg”, does not share his colleague’s opinion. His estimation is that in the first half of 2009 no more than 150,000 sq m of warehousing will be open, and as regards the second point, this expert makes no forecasts at all. Thus it is supposed that next year’s rent rates will remain approximately at today’s levels.
Moscow: Do Not Wait for Rates to Fall!
Last year, in Moscow and the surrounding Moscow Region there was about 8 million sq m of warehouse space. Of this, 2.19 million sq m were Class A warehouses, 1.4 million sq m were Class B and all other spaces were Class C and D (which do not match international classification standards). 1-3 % of these areas were empty (European norms are that 10% of areas can be unoccupied). The A-Class unrented area was about 0.5% and B-Class no more than 3%.
The shortage of warehouse space, which can balance supply and demand in the Moscow Region (population 20 million), was 4 million sq m. Market participants’ method of calculating this figure was as follows - 600 sq m warehouse space per thousand people living in the territory.
Some 6 million sq m of warehouse space was announced to be built before 2010, and the total investment amount in 2007 and 2008 was about 10 billion dollars.
As a result of business optimisation by the tenants, active demand is expected to reduce to 1 million sq m in 2009, which is a 50% decrease when compared with the middle of 2008. Reports for 2008 showed that the market increased by 500,000 sq m due to new sites being built, as stated in Knight Frank’s research, i.e. half of that in 2007.
By 2009, construction costs had decreased by 15-20%. Liberalisation of the land market is taking place and some players are ready to offer sites with a 30-50% discount. Compared with 2008, the total area of land sites suggested for sale went down by 1 million sq m (500,000 sq m in comparison with the previously stated 1.5 million sq m). A reduction in construction volumes, developers’ speculative and expensive projects and also the fact that construction and land prices have gone down have activated a “built-to-suit” market.
It is very possible that, in 2009, future Class A projects will appear on the market with a total area of 550,000 sq m. The reduction in company rented areas will bring active growth to the secondary high-quality warehouse market, and by this means more than 250,000 sq m will enter the market in the form of directly rented or sub-let properties. It is forecasted that, in the third quarter of 2009, rent rates in the Moscow Region will stabilise at $120-135 per sq m per year, and in the case of negative developments in the economy it will be $100-115 per sq m per year. Today this rate is about $140-145, i.e. 10-15% lower, and this is following a growth in warehouse rents that had not ceased since 2006.
Analysts from the company Cushman & Wakefield Stiles & Riabokobylko have estimated that no more than 5% of warehouses are unoccupied in the Moscow Region today. This company forecasts that a further decrease in rates is not expected because the demand for warehousing is high, and the number of good quality areas on offer is still limited. Nevertheless, considering the general economic recession, developers will have to make concessions to tenants, but it will not be a question of a decrease in rates, but a moderation of some conditions in lease agreements, for example, changes to the structure of payments.
It means that payments on a monthly instead of a quarterly basis can be suggested, or amounts and other conditions of tenants’ financial guarantees can be altered. Some developers are already offering new premises with repaired offices (before, if a logistics complex had office premises, they were put on offer in shell and core condition).
Province: Boom Has Passed its Peak,but Growth Continues
In those Russian regions which experienced a boom in warehouse construction just before the crisis, the waiting time has come - many projects in cities with a population of more than 1 million are frozen. But analysts forecast that this period of waiting will not last too long because the provinces require good quality warehouses following the arrival of large western companies. So, in Novosibirsk and Nizhni Novgorod, the rate of construction and putting new warehouses on the market is not impaired.
This is especially because many projects have been started there. For example, the developer “Eurasia Logistic” planned to begin the realisation of a few projects in other Russian cities and other CIS countries in 2009. The company’s Board of Directors has worked out several variations of the development strategy until 2012. None of these variants assumed freezing the network of new regional projects. “The International Logistical Partnership” also intended to invest 800 million dollars to create a large network of terminals on Russian territory by the end of 2008 (including 100,000 sq m complexes in Ekaterinburg, Novosibirsk, Rostov-on-Don, Kazan, etc.).
In the framework of the project Megalogix, developed by the company Raven Russia, it is planned to invest more than 1.2 billion dollars in the construction of A-Class warehouses and offices in 15 Russian regions by 2013.
Unexpected Conclusions
It is obvious that the crisis has put everything into its proper place and has strongly shaken the logistics market. By the beginning of 2008, profitability on warehouse projects had been about 10 – 12% but, within the past few months, it began to decrease rapidly – though it has not yet reached West European parameters of 4 - 5%. Praedium Оnсоr International estimates that, for the last eight to ten months of 2008, the construction costs in warehouse real estate increased by 20%.
It is interesting that experts find quite a lot of positive factors in this crisis situation. One of them is building sites to certain customers’ specific requirements (built-to-suit), which was not widespread in the Russian market before. Also, recognising clients’ needs, developers are now eager to consider their interests, offering as wide a range of services as possible.
The crisis has forced market participants to make more balanced decisions and has enabled medium-size companies to occupy their own niches in terms of warehouse complexes. Nobody rents premises any longer “with a view to future growth”, hoping either for expansion of the business, or that the extra area could be leased out for an additional income.
Also, experts observe that, from the middle of 2008, plenty of sub-lease deals were offered without restrictions on minimum leased area and minimum sub-lease time, as used to be the case before. There are even companies emerging for which sub-letting is becoming a main activity. As a whole, the development of the sub-leasing market is a positive factor for market participants. It has opened up an opportunity for small and average-size companies to use A-Class warehouses by sub-renting, because for whatever reasons, these companies are not able to rent such warehouses directly.
Thus we can say that the Russian warehouse market is now experiencing something of a revolution and the results will be that only those players whose service levels and prices are closest to international standards will stay in business.
By Alexey Strigin
[~DETAIL_TEXT] => The Moment of Truth
Just half a year ago there were not enough warehouses and the demand for warehouse space exceeded the amount available to rent by 1.5 times. Rent contracts were signed long before construction was completed and sites put into use. Thus the profitability of warehouses in Russia was twice that of Europe – that is, about 15%. In 2007, the construction cost was 1,000 dollars per sq m (about 15% annually, with a recovery time of about eight years). In 2006, it was 800 dollars (recovery time six years).
Nevertheless, within five years less than 50% of declared warehouse space had been put into operation, and of course it took place against the background of a constant rise in rent prices. Because of a serious lack of supply, B-Class warehouse rent prices appeared too close to A-Class rate levels (the average growth was 10-15% a year).
The first features of the crisis in the warehouse market could already be seen at the end of summer 2008, when sales volumes for many enterprises fell. By autumn, freight traffic had fallen sharply, by 30-40%. The Executive Director of “Buks & Co” Company, Julia Timoshina, notes that by, autumn 2008, in comparison with the beginning of that year, 30% less electronics goods were imported, 10-15% less consumer goods (including clothes and footwear), and 40% less manufacturing equipment. The volumes of some types of internal cargoes (finished metal products, scrap metal, etc.) had dropped even more.
It is hardly necessary to mention that such a situation has hit Russian logistics managers hard. According to Knight Frank, at the beginning of 2009 the average level of vacant premises in A-Class complexes exceeded 25%, in B-Class this level was 4%. To understand the whole situation on the Russian market, it is necessary to consider each region separately.
St. Petersburg: Calculations Broken by Reality
In 2007, total warehouse capacity in St. Petersburg was more than 5 million sq m, and more than 6 million sq m if suburban spaces were included. The total shortage was about 1.5 million sq m.
Class A and B warehouse areas represented about 10% of the total on offer, and within the next two or three years the share of Class A and B premises was supposed to increase by 20-30%. Occupancy levels for Class A and B warehouses were almost 100%.
Experts said that investments in warehouse real estate in St. Petersburg and the surrounding Leningrad region should have increased two-fold - up to 4 billion dollars in 2008-2009. In 2008, it was possible to expect the appearance of about an extra 1 million sq m of warehouse space in the city and region, and by 2010 a doubling of available space was expected.
But in the fourth quarter of 2008, only 63,625 sq m of the previously announced 1.3 million sq m, was put into use. A total of 230,395 sq m of Class A and B warehouse complexes were opened, which was only 15% of the total new warehouse space announced for 2008.
Such a low figure is the result of the financial crisis. The majority of large projects were announced for completion in the fourth quarter of 2008, but difficulties with financing forced developers to postpone plans. By September 2008, warehouse construction costs had grown by an average of 24% in comparison with the 2007 figure, and rose to approximately 1,100 dollars per sq m. for a good quality terminal.
Almost 1.6 million sq m of good quality warehousing areas was announced to be opened by the end of 2009. It is quite difficult to tell now which particular projects will be frozen and which will not be realised. The projects that are in the final stages of construction, or those where occupancy has changed from 2008 to 2009, and also certain parts of other large projects should be completed.
Participants in the market notice a decrease in new rent contracts from $145-150 per sq m a year down to $135-138, but simultaneously rent payments are growing with the rise of the dollar and euro against the rouble.
Experts worked out the reason for this situation to be the overheated market and the consequent overabundance of premises. Now, as a result, in St. Petersburg up to half a million square metres of already constructed or near-finished warehouse space is available. There is a very high risk that these 400,000-500,000 sq m will remain vacant, at least for the next 12 months. Therefore, new and nearly completed projects are frozen in this region. Those sites that were scheduled to be opened in February 2009 are postponed until 2010 and investors and developers are afraid that there will simply be no tenants for these areas.
Valery Trushin, the Head of the Research and Analysis Group at Colliers International, thinks that in 2009 about 500,000 sq m of new warehouse space will be opened, although 1.16 million sq m was announced. “We do not predict a deep fall in rent prices, such as 20 per cent down or more. In 2009, rents will be in the range of 110 - 125 dollars per sq m a year,” considers Trushin. (Today’s rates for A-Class sites are 120 - 140 dollars, and for B-Class – 110 - 120 dollars per sq m).
Nikolay Pashkov, the Director for Professional Activity at “Knight Frank St. Petersburg”, does not share his colleague’s opinion. His estimation is that in the first half of 2009 no more than 150,000 sq m of warehousing will be open, and as regards the second point, this expert makes no forecasts at all. Thus it is supposed that next year’s rent rates will remain approximately at today’s levels.
Moscow: Do Not Wait for Rates to Fall!
Last year, in Moscow and the surrounding Moscow Region there was about 8 million sq m of warehouse space. Of this, 2.19 million sq m were Class A warehouses, 1.4 million sq m were Class B and all other spaces were Class C and D (which do not match international classification standards). 1-3 % of these areas were empty (European norms are that 10% of areas can be unoccupied). The A-Class unrented area was about 0.5% and B-Class no more than 3%.
The shortage of warehouse space, which can balance supply and demand in the Moscow Region (population 20 million), was 4 million sq m. Market participants’ method of calculating this figure was as follows - 600 sq m warehouse space per thousand people living in the territory.
Some 6 million sq m of warehouse space was announced to be built before 2010, and the total investment amount in 2007 and 2008 was about 10 billion dollars.
As a result of business optimisation by the tenants, active demand is expected to reduce to 1 million sq m in 2009, which is a 50% decrease when compared with the middle of 2008. Reports for 2008 showed that the market increased by 500,000 sq m due to new sites being built, as stated in Knight Frank’s research, i.e. half of that in 2007.
By 2009, construction costs had decreased by 15-20%. Liberalisation of the land market is taking place and some players are ready to offer sites with a 30-50% discount. Compared with 2008, the total area of land sites suggested for sale went down by 1 million sq m (500,000 sq m in comparison with the previously stated 1.5 million sq m). A reduction in construction volumes, developers’ speculative and expensive projects and also the fact that construction and land prices have gone down have activated a “built-to-suit” market.
It is very possible that, in 2009, future Class A projects will appear on the market with a total area of 550,000 sq m. The reduction in company rented areas will bring active growth to the secondary high-quality warehouse market, and by this means more than 250,000 sq m will enter the market in the form of directly rented or sub-let properties. It is forecasted that, in the third quarter of 2009, rent rates in the Moscow Region will stabilise at $120-135 per sq m per year, and in the case of negative developments in the economy it will be $100-115 per sq m per year. Today this rate is about $140-145, i.e. 10-15% lower, and this is following a growth in warehouse rents that had not ceased since 2006.
Analysts from the company Cushman & Wakefield Stiles & Riabokobylko have estimated that no more than 5% of warehouses are unoccupied in the Moscow Region today. This company forecasts that a further decrease in rates is not expected because the demand for warehousing is high, and the number of good quality areas on offer is still limited. Nevertheless, considering the general economic recession, developers will have to make concessions to tenants, but it will not be a question of a decrease in rates, but a moderation of some conditions in lease agreements, for example, changes to the structure of payments.
It means that payments on a monthly instead of a quarterly basis can be suggested, or amounts and other conditions of tenants’ financial guarantees can be altered. Some developers are already offering new premises with repaired offices (before, if a logistics complex had office premises, they were put on offer in shell and core condition).
Province: Boom Has Passed its Peak,but Growth Continues
In those Russian regions which experienced a boom in warehouse construction just before the crisis, the waiting time has come - many projects in cities with a population of more than 1 million are frozen. But analysts forecast that this period of waiting will not last too long because the provinces require good quality warehouses following the arrival of large western companies. So, in Novosibirsk and Nizhni Novgorod, the rate of construction and putting new warehouses on the market is not impaired.
This is especially because many projects have been started there. For example, the developer “Eurasia Logistic” planned to begin the realisation of a few projects in other Russian cities and other CIS countries in 2009. The company’s Board of Directors has worked out several variations of the development strategy until 2012. None of these variants assumed freezing the network of new regional projects. “The International Logistical Partnership” also intended to invest 800 million dollars to create a large network of terminals on Russian territory by the end of 2008 (including 100,000 sq m complexes in Ekaterinburg, Novosibirsk, Rostov-on-Don, Kazan, etc.).
In the framework of the project Megalogix, developed by the company Raven Russia, it is planned to invest more than 1.2 billion dollars in the construction of A-Class warehouses and offices in 15 Russian regions by 2013.
Unexpected Conclusions
It is obvious that the crisis has put everything into its proper place and has strongly shaken the logistics market. By the beginning of 2008, profitability on warehouse projects had been about 10 – 12% but, within the past few months, it began to decrease rapidly – though it has not yet reached West European parameters of 4 - 5%. Praedium Оnсоr International estimates that, for the last eight to ten months of 2008, the construction costs in warehouse real estate increased by 20%.
It is interesting that experts find quite a lot of positive factors in this crisis situation. One of them is building sites to certain customers’ specific requirements (built-to-suit), which was not widespread in the Russian market before. Also, recognising clients’ needs, developers are now eager to consider their interests, offering as wide a range of services as possible.
The crisis has forced market participants to make more balanced decisions and has enabled medium-size companies to occupy their own niches in terms of warehouse complexes. Nobody rents premises any longer “with a view to future growth”, hoping either for expansion of the business, or that the extra area could be leased out for an additional income.
Also, experts observe that, from the middle of 2008, plenty of sub-lease deals were offered without restrictions on minimum leased area and minimum sub-lease time, as used to be the case before. There are even companies emerging for which sub-letting is becoming a main activity. As a whole, the development of the sub-leasing market is a positive factor for market participants. It has opened up an opportunity for small and average-size companies to use A-Class warehouses by sub-renting, because for whatever reasons, these companies are not able to rent such warehouses directly.
Thus we can say that the Russian warehouse market is now experiencing something of a revolution and the results will be that only those players whose service levels and prices are closest to international standards will stay in business.
By Alexey Strigin
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[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2009/1/28.jpg" border="1" alt=" " hspace="5" width="120" height="150" align="left" />Experts report that 28 A-Class Logistics Complex Engineering Design Projects have been declared in Russia at present time, but a considerable number of them have been put on hold. While estimating prospects for this sector’s development during the crisis, market participants emphasise that each region has its own peculiarities.
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[DETAIL_TEXT] => The Moment of Truth
Just half a year ago there were not enough warehouses and the demand for warehouse space exceeded the amount available to rent by 1.5 times. Rent contracts were signed long before construction was completed and sites put into use. Thus the profitability of warehouses in Russia was twice that of Europe – that is, about 15%. In 2007, the construction cost was 1,000 dollars per sq m (about 15% annually, with a recovery time of about eight years). In 2006, it was 800 dollars (recovery time six years).
Nevertheless, within five years less than 50% of declared warehouse space had been put into operation, and of course it took place against the background of a constant rise in rent prices. Because of a serious lack of supply, B-Class warehouse rent prices appeared too close to A-Class rate levels (the average growth was 10-15% a year).
The first features of the crisis in the warehouse market could already be seen at the end of summer 2008, when sales volumes for many enterprises fell. By autumn, freight traffic had fallen sharply, by 30-40%. The Executive Director of “Buks & Co” Company, Julia Timoshina, notes that by, autumn 2008, in comparison with the beginning of that year, 30% less electronics goods were imported, 10-15% less consumer goods (including clothes and footwear), and 40% less manufacturing equipment. The volumes of some types of internal cargoes (finished metal products, scrap metal, etc.) had dropped even more.
It is hardly necessary to mention that such a situation has hit Russian logistics managers hard. According to Knight Frank, at the beginning of 2009 the average level of vacant premises in A-Class complexes exceeded 25%, in B-Class this level was 4%. To understand the whole situation on the Russian market, it is necessary to consider each region separately.
St. Petersburg: Calculations Broken by Reality
In 2007, total warehouse capacity in St. Petersburg was more than 5 million sq m, and more than 6 million sq m if suburban spaces were included. The total shortage was about 1.5 million sq m.
Class A and B warehouse areas represented about 10% of the total on offer, and within the next two or three years the share of Class A and B premises was supposed to increase by 20-30%. Occupancy levels for Class A and B warehouses were almost 100%.
Experts said that investments in warehouse real estate in St. Petersburg and the surrounding Leningrad region should have increased two-fold - up to 4 billion dollars in 2008-2009. In 2008, it was possible to expect the appearance of about an extra 1 million sq m of warehouse space in the city and region, and by 2010 a doubling of available space was expected.
But in the fourth quarter of 2008, only 63,625 sq m of the previously announced 1.3 million sq m, was put into use. A total of 230,395 sq m of Class A and B warehouse complexes were opened, which was only 15% of the total new warehouse space announced for 2008.
Such a low figure is the result of the financial crisis. The majority of large projects were announced for completion in the fourth quarter of 2008, but difficulties with financing forced developers to postpone plans. By September 2008, warehouse construction costs had grown by an average of 24% in comparison with the 2007 figure, and rose to approximately 1,100 dollars per sq m. for a good quality terminal.
Almost 1.6 million sq m of good quality warehousing areas was announced to be opened by the end of 2009. It is quite difficult to tell now which particular projects will be frozen and which will not be realised. The projects that are in the final stages of construction, or those where occupancy has changed from 2008 to 2009, and also certain parts of other large projects should be completed.
Participants in the market notice a decrease in new rent contracts from $145-150 per sq m a year down to $135-138, but simultaneously rent payments are growing with the rise of the dollar and euro against the rouble.
Experts worked out the reason for this situation to be the overheated market and the consequent overabundance of premises. Now, as a result, in St. Petersburg up to half a million square metres of already constructed or near-finished warehouse space is available. There is a very high risk that these 400,000-500,000 sq m will remain vacant, at least for the next 12 months. Therefore, new and nearly completed projects are frozen in this region. Those sites that were scheduled to be opened in February 2009 are postponed until 2010 and investors and developers are afraid that there will simply be no tenants for these areas.
Valery Trushin, the Head of the Research and Analysis Group at Colliers International, thinks that in 2009 about 500,000 sq m of new warehouse space will be opened, although 1.16 million sq m was announced. “We do not predict a deep fall in rent prices, such as 20 per cent down or more. In 2009, rents will be in the range of 110 - 125 dollars per sq m a year,” considers Trushin. (Today’s rates for A-Class sites are 120 - 140 dollars, and for B-Class – 110 - 120 dollars per sq m).
Nikolay Pashkov, the Director for Professional Activity at “Knight Frank St. Petersburg”, does not share his colleague’s opinion. His estimation is that in the first half of 2009 no more than 150,000 sq m of warehousing will be open, and as regards the second point, this expert makes no forecasts at all. Thus it is supposed that next year’s rent rates will remain approximately at today’s levels.
Moscow: Do Not Wait for Rates to Fall!
Last year, in Moscow and the surrounding Moscow Region there was about 8 million sq m of warehouse space. Of this, 2.19 million sq m were Class A warehouses, 1.4 million sq m were Class B and all other spaces were Class C and D (which do not match international classification standards). 1-3 % of these areas were empty (European norms are that 10% of areas can be unoccupied). The A-Class unrented area was about 0.5% and B-Class no more than 3%.
The shortage of warehouse space, which can balance supply and demand in the Moscow Region (population 20 million), was 4 million sq m. Market participants’ method of calculating this figure was as follows - 600 sq m warehouse space per thousand people living in the territory.
Some 6 million sq m of warehouse space was announced to be built before 2010, and the total investment amount in 2007 and 2008 was about 10 billion dollars.
As a result of business optimisation by the tenants, active demand is expected to reduce to 1 million sq m in 2009, which is a 50% decrease when compared with the middle of 2008. Reports for 2008 showed that the market increased by 500,000 sq m due to new sites being built, as stated in Knight Frank’s research, i.e. half of that in 2007.
By 2009, construction costs had decreased by 15-20%. Liberalisation of the land market is taking place and some players are ready to offer sites with a 30-50% discount. Compared with 2008, the total area of land sites suggested for sale went down by 1 million sq m (500,000 sq m in comparison with the previously stated 1.5 million sq m). A reduction in construction volumes, developers’ speculative and expensive projects and also the fact that construction and land prices have gone down have activated a “built-to-suit” market.
It is very possible that, in 2009, future Class A projects will appear on the market with a total area of 550,000 sq m. The reduction in company rented areas will bring active growth to the secondary high-quality warehouse market, and by this means more than 250,000 sq m will enter the market in the form of directly rented or sub-let properties. It is forecasted that, in the third quarter of 2009, rent rates in the Moscow Region will stabilise at $120-135 per sq m per year, and in the case of negative developments in the economy it will be $100-115 per sq m per year. Today this rate is about $140-145, i.e. 10-15% lower, and this is following a growth in warehouse rents that had not ceased since 2006.
Analysts from the company Cushman & Wakefield Stiles & Riabokobylko have estimated that no more than 5% of warehouses are unoccupied in the Moscow Region today. This company forecasts that a further decrease in rates is not expected because the demand for warehousing is high, and the number of good quality areas on offer is still limited. Nevertheless, considering the general economic recession, developers will have to make concessions to tenants, but it will not be a question of a decrease in rates, but a moderation of some conditions in lease agreements, for example, changes to the structure of payments.
It means that payments on a monthly instead of a quarterly basis can be suggested, or amounts and other conditions of tenants’ financial guarantees can be altered. Some developers are already offering new premises with repaired offices (before, if a logistics complex had office premises, they were put on offer in shell and core condition).
Province: Boom Has Passed its Peak,but Growth Continues
In those Russian regions which experienced a boom in warehouse construction just before the crisis, the waiting time has come - many projects in cities with a population of more than 1 million are frozen. But analysts forecast that this period of waiting will not last too long because the provinces require good quality warehouses following the arrival of large western companies. So, in Novosibirsk and Nizhni Novgorod, the rate of construction and putting new warehouses on the market is not impaired.
This is especially because many projects have been started there. For example, the developer “Eurasia Logistic” planned to begin the realisation of a few projects in other Russian cities and other CIS countries in 2009. The company’s Board of Directors has worked out several variations of the development strategy until 2012. None of these variants assumed freezing the network of new regional projects. “The International Logistical Partnership” also intended to invest 800 million dollars to create a large network of terminals on Russian territory by the end of 2008 (including 100,000 sq m complexes in Ekaterinburg, Novosibirsk, Rostov-on-Don, Kazan, etc.).
In the framework of the project Megalogix, developed by the company Raven Russia, it is planned to invest more than 1.2 billion dollars in the construction of A-Class warehouses and offices in 15 Russian regions by 2013.
Unexpected Conclusions
It is obvious that the crisis has put everything into its proper place and has strongly shaken the logistics market. By the beginning of 2008, profitability on warehouse projects had been about 10 – 12% but, within the past few months, it began to decrease rapidly – though it has not yet reached West European parameters of 4 - 5%. Praedium Оnсоr International estimates that, for the last eight to ten months of 2008, the construction costs in warehouse real estate increased by 20%.
It is interesting that experts find quite a lot of positive factors in this crisis situation. One of them is building sites to certain customers’ specific requirements (built-to-suit), which was not widespread in the Russian market before. Also, recognising clients’ needs, developers are now eager to consider their interests, offering as wide a range of services as possible.
The crisis has forced market participants to make more balanced decisions and has enabled medium-size companies to occupy their own niches in terms of warehouse complexes. Nobody rents premises any longer “with a view to future growth”, hoping either for expansion of the business, or that the extra area could be leased out for an additional income.
Also, experts observe that, from the middle of 2008, plenty of sub-lease deals were offered without restrictions on minimum leased area and minimum sub-lease time, as used to be the case before. There are even companies emerging for which sub-letting is becoming a main activity. As a whole, the development of the sub-leasing market is a positive factor for market participants. It has opened up an opportunity for small and average-size companies to use A-Class warehouses by sub-renting, because for whatever reasons, these companies are not able to rent such warehouses directly.
Thus we can say that the Russian warehouse market is now experiencing something of a revolution and the results will be that only those players whose service levels and prices are closest to international standards will stay in business.
By Alexey Strigin
[~DETAIL_TEXT] => The Moment of Truth
Just half a year ago there were not enough warehouses and the demand for warehouse space exceeded the amount available to rent by 1.5 times. Rent contracts were signed long before construction was completed and sites put into use. Thus the profitability of warehouses in Russia was twice that of Europe – that is, about 15%. In 2007, the construction cost was 1,000 dollars per sq m (about 15% annually, with a recovery time of about eight years). In 2006, it was 800 dollars (recovery time six years).
Nevertheless, within five years less than 50% of declared warehouse space had been put into operation, and of course it took place against the background of a constant rise in rent prices. Because of a serious lack of supply, B-Class warehouse rent prices appeared too close to A-Class rate levels (the average growth was 10-15% a year).
The first features of the crisis in the warehouse market could already be seen at the end of summer 2008, when sales volumes for many enterprises fell. By autumn, freight traffic had fallen sharply, by 30-40%. The Executive Director of “Buks & Co” Company, Julia Timoshina, notes that by, autumn 2008, in comparison with the beginning of that year, 30% less electronics goods were imported, 10-15% less consumer goods (including clothes and footwear), and 40% less manufacturing equipment. The volumes of some types of internal cargoes (finished metal products, scrap metal, etc.) had dropped even more.
It is hardly necessary to mention that such a situation has hit Russian logistics managers hard. According to Knight Frank, at the beginning of 2009 the average level of vacant premises in A-Class complexes exceeded 25%, in B-Class this level was 4%. To understand the whole situation on the Russian market, it is necessary to consider each region separately.
St. Petersburg: Calculations Broken by Reality
In 2007, total warehouse capacity in St. Petersburg was more than 5 million sq m, and more than 6 million sq m if suburban spaces were included. The total shortage was about 1.5 million sq m.
Class A and B warehouse areas represented about 10% of the total on offer, and within the next two or three years the share of Class A and B premises was supposed to increase by 20-30%. Occupancy levels for Class A and B warehouses were almost 100%.
Experts said that investments in warehouse real estate in St. Petersburg and the surrounding Leningrad region should have increased two-fold - up to 4 billion dollars in 2008-2009. In 2008, it was possible to expect the appearance of about an extra 1 million sq m of warehouse space in the city and region, and by 2010 a doubling of available space was expected.
But in the fourth quarter of 2008, only 63,625 sq m of the previously announced 1.3 million sq m, was put into use. A total of 230,395 sq m of Class A and B warehouse complexes were opened, which was only 15% of the total new warehouse space announced for 2008.
Such a low figure is the result of the financial crisis. The majority of large projects were announced for completion in the fourth quarter of 2008, but difficulties with financing forced developers to postpone plans. By September 2008, warehouse construction costs had grown by an average of 24% in comparison with the 2007 figure, and rose to approximately 1,100 dollars per sq m. for a good quality terminal.
Almost 1.6 million sq m of good quality warehousing areas was announced to be opened by the end of 2009. It is quite difficult to tell now which particular projects will be frozen and which will not be realised. The projects that are in the final stages of construction, or those where occupancy has changed from 2008 to 2009, and also certain parts of other large projects should be completed.
Participants in the market notice a decrease in new rent contracts from $145-150 per sq m a year down to $135-138, but simultaneously rent payments are growing with the rise of the dollar and euro against the rouble.
Experts worked out the reason for this situation to be the overheated market and the consequent overabundance of premises. Now, as a result, in St. Petersburg up to half a million square metres of already constructed or near-finished warehouse space is available. There is a very high risk that these 400,000-500,000 sq m will remain vacant, at least for the next 12 months. Therefore, new and nearly completed projects are frozen in this region. Those sites that were scheduled to be opened in February 2009 are postponed until 2010 and investors and developers are afraid that there will simply be no tenants for these areas.
Valery Trushin, the Head of the Research and Analysis Group at Colliers International, thinks that in 2009 about 500,000 sq m of new warehouse space will be opened, although 1.16 million sq m was announced. “We do not predict a deep fall in rent prices, such as 20 per cent down or more. In 2009, rents will be in the range of 110 - 125 dollars per sq m a year,” considers Trushin. (Today’s rates for A-Class sites are 120 - 140 dollars, and for B-Class – 110 - 120 dollars per sq m).
Nikolay Pashkov, the Director for Professional Activity at “Knight Frank St. Petersburg”, does not share his colleague’s opinion. His estimation is that in the first half of 2009 no more than 150,000 sq m of warehousing will be open, and as regards the second point, this expert makes no forecasts at all. Thus it is supposed that next year’s rent rates will remain approximately at today’s levels.
Moscow: Do Not Wait for Rates to Fall!
Last year, in Moscow and the surrounding Moscow Region there was about 8 million sq m of warehouse space. Of this, 2.19 million sq m were Class A warehouses, 1.4 million sq m were Class B and all other spaces were Class C and D (which do not match international classification standards). 1-3 % of these areas were empty (European norms are that 10% of areas can be unoccupied). The A-Class unrented area was about 0.5% and B-Class no more than 3%.
The shortage of warehouse space, which can balance supply and demand in the Moscow Region (population 20 million), was 4 million sq m. Market participants’ method of calculating this figure was as follows - 600 sq m warehouse space per thousand people living in the territory.
Some 6 million sq m of warehouse space was announced to be built before 2010, and the total investment amount in 2007 and 2008 was about 10 billion dollars.
As a result of business optimisation by the tenants, active demand is expected to reduce to 1 million sq m in 2009, which is a 50% decrease when compared with the middle of 2008. Reports for 2008 showed that the market increased by 500,000 sq m due to new sites being built, as stated in Knight Frank’s research, i.e. half of that in 2007.
By 2009, construction costs had decreased by 15-20%. Liberalisation of the land market is taking place and some players are ready to offer sites with a 30-50% discount. Compared with 2008, the total area of land sites suggested for sale went down by 1 million sq m (500,000 sq m in comparison with the previously stated 1.5 million sq m). A reduction in construction volumes, developers’ speculative and expensive projects and also the fact that construction and land prices have gone down have activated a “built-to-suit” market.
It is very possible that, in 2009, future Class A projects will appear on the market with a total area of 550,000 sq m. The reduction in company rented areas will bring active growth to the secondary high-quality warehouse market, and by this means more than 250,000 sq m will enter the market in the form of directly rented or sub-let properties. It is forecasted that, in the third quarter of 2009, rent rates in the Moscow Region will stabilise at $120-135 per sq m per year, and in the case of negative developments in the economy it will be $100-115 per sq m per year. Today this rate is about $140-145, i.e. 10-15% lower, and this is following a growth in warehouse rents that had not ceased since 2006.
Analysts from the company Cushman & Wakefield Stiles & Riabokobylko have estimated that no more than 5% of warehouses are unoccupied in the Moscow Region today. This company forecasts that a further decrease in rates is not expected because the demand for warehousing is high, and the number of good quality areas on offer is still limited. Nevertheless, considering the general economic recession, developers will have to make concessions to tenants, but it will not be a question of a decrease in rates, but a moderation of some conditions in lease agreements, for example, changes to the structure of payments.
It means that payments on a monthly instead of a quarterly basis can be suggested, or amounts and other conditions of tenants’ financial guarantees can be altered. Some developers are already offering new premises with repaired offices (before, if a logistics complex had office premises, they were put on offer in shell and core condition).
Province: Boom Has Passed its Peak,but Growth Continues
In those Russian regions which experienced a boom in warehouse construction just before the crisis, the waiting time has come - many projects in cities with a population of more than 1 million are frozen. But analysts forecast that this period of waiting will not last too long because the provinces require good quality warehouses following the arrival of large western companies. So, in Novosibirsk and Nizhni Novgorod, the rate of construction and putting new warehouses on the market is not impaired.
This is especially because many projects have been started there. For example, the developer “Eurasia Logistic” planned to begin the realisation of a few projects in other Russian cities and other CIS countries in 2009. The company’s Board of Directors has worked out several variations of the development strategy until 2012. None of these variants assumed freezing the network of new regional projects. “The International Logistical Partnership” also intended to invest 800 million dollars to create a large network of terminals on Russian territory by the end of 2008 (including 100,000 sq m complexes in Ekaterinburg, Novosibirsk, Rostov-on-Don, Kazan, etc.).
In the framework of the project Megalogix, developed by the company Raven Russia, it is planned to invest more than 1.2 billion dollars in the construction of A-Class warehouses and offices in 15 Russian regions by 2013.
Unexpected Conclusions
It is obvious that the crisis has put everything into its proper place and has strongly shaken the logistics market. By the beginning of 2008, profitability on warehouse projects had been about 10 – 12% but, within the past few months, it began to decrease rapidly – though it has not yet reached West European parameters of 4 - 5%. Praedium Оnсоr International estimates that, for the last eight to ten months of 2008, the construction costs in warehouse real estate increased by 20%.
It is interesting that experts find quite a lot of positive factors in this crisis situation. One of them is building sites to certain customers’ specific requirements (built-to-suit), which was not widespread in the Russian market before. Also, recognising clients’ needs, developers are now eager to consider their interests, offering as wide a range of services as possible.
The crisis has forced market participants to make more balanced decisions and has enabled medium-size companies to occupy their own niches in terms of warehouse complexes. Nobody rents premises any longer “with a view to future growth”, hoping either for expansion of the business, or that the extra area could be leased out for an additional income.
Also, experts observe that, from the middle of 2008, plenty of sub-lease deals were offered without restrictions on minimum leased area and minimum sub-lease time, as used to be the case before. There are even companies emerging for which sub-letting is becoming a main activity. As a whole, the development of the sub-leasing market is a positive factor for market participants. It has opened up an opportunity for small and average-size companies to use A-Class warehouses by sub-renting, because for whatever reasons, these companies are not able to rent such warehouses directly.
Thus we can say that the Russian warehouse market is now experiencing something of a revolution and the results will be that only those players whose service levels and prices are closest to international standards will stay in business.
By Alexey Strigin
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Finland is one of the most important economic partners of the RF. Huge volumes of freights are being transported to the RF via Finland. That is why optimization of the customs clearance procedures is very important for the both countries. Jarko Saksa, Director of Finnish Customs Administration and Jarmo Raikka, Head of the unit LLM comment on the advantages and disadvantages of cooperation with the Russian Federal Customs service and Russian transport companies.Array
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[DETAIL_TEXT] => “THE RELATIVELY SMOOTH PROCEDURE FOR RAILROAD TRANSPORTATION IS THE RESULT OF LONG-TERM COOPERATION ON OUR RAILWAYS”
– Finland has been a member of the European Union for a long time. Meanwhile, Russia and Finland have cooperated for a long time. How is Finnish and Russian customs interaction in the railway sector organised now?
Jarko Saksa: The rules issued by the EU authorities are to be followed by all member states. If the EU changes the customs clearance rules of railway freight transportation, it concerns the customs procedures on railways in all member states.
Today, the EU is developing a new system where every trader who brings goods into EU territory or exports goods out of the EU is obliged to lodge a customs declaration before arrival or exit and that declaration must be lodged electronically. The most important target is to complete the implementation of this pre-arrival and pre-departure safety and security procedure, which will be applied throughout the EU from July 1, 2009.
As for cooperation between the RF and the EU – in particular Finland – I want to say that in Russia there are companies who communicate electronically with each other when it comes to their business procedures but unfortunately this is not yet the case in interaction with customs bodies.
The Russian-Finnish railway traffic agreement concerns procedures and responsibilities between railway companies, i.e. when trains cross the state border, but it is not a customs agreement. It regulates the work of railways mainly.
– Will the innovations of the EU influence the cooperation of Russia and Finland in the sector of railway freight registration?
Jarmo Raikka: Customs procedures for railway transportation are simplified at the moment. It has been possible through EU legislation and easy to do because there is only one railway operator in Finland.
I believe it will be great if the time needed for customs clearance procedures (and the registration of cargo on the Russian Customs ADP systems) at the Russian side of the border could be reduced in railway transportation, even though the real problems at the moment seem to be in road traffic.
In this situation, the system of electronic data exchange should be developed as well as the pre-arrival declaration procedure in Russia. We are ready to tell Russian colleagues about the experience we have accumulated.
Also, we would like to underscore that in Finland only hazardous cargoes will be targets for inspection, and thus slower procedure, at the border station. The main flow of goods can be inspected later at the customs office of destination.
– Is it possible to say that there are almost no problems because most cargoes are carried by road transport?
Jarmo Raikka: I don’t think so. The relatively smooth procedure in railroad transportations is the result of the long-term cooperation of our railways. As for communication between railways and customs, it is traditionally of high quality. A few years ago, we held a number of meetings where both railway companies and customs bodies were present. This experience will certainly help us if any difficulties appear because of the new legislation. I am sure we will be able to find a way through.
PRE-ARRIVAL DECLARATION: IT WILL WORK AS FOLLOWS
– The system of informing customs before arrival at the EU border crossing will be put into operation in the near future. How will it work in practise?
Jarko Saksa: Pre-arrival declarations will become obligatory in July 2009. The arrangement was agreed upon by the World Customs Organization and it has been brought into force in the EU by EU customs legislation. The lodging of a new pre-arrival declaration is obligatory in all cases where goods are brought into EU territory for the first time or when export goods from the EU are transported outside the EU. Legislation also concerns goods coming from outside the EU and being transported via the EU to a country outside the EU. Procedure is the same in all 27 member states; it affects operators of all transport modes, importers and exporters.
Jarmo Raikka: Firstly, this innovation is needed for safety reasons. The pre-arrival declaration procedure will allow the selecting of cargoes to be checked by customs officers. The target is to find freight destined for terrorist organisations. We do not consider Finland interesting for such organisations but Finland should not be a state via which such cargoes may be transported.
According to the procedure, the security data on goods to be brought into or out of the EU shall be filed electronically with customs before the goods enter or leave the Community’s territory. Regarding goods arriving from or transported to Russia, the security data also has to be filed in advance. If no pre-arrival declaration has been lodged for goods arriving in Finland by road, it has to be lodged at the latest at the border customs office before the truck can continue on its route. A pre-arrival declaration also has to be lodged for empty containers returned to Finland if they are transported with a transportation waybill.
Declarations can be lodged with customs either over the internet or in message format directly from the company’s own data systems. Lodging declarations in another way than over the internet is subject to licence and requires testing of the compatibility of the customer’s data system with that of customs.
Jarko Saksa: Meanwhile, according to present EU law and as of 1 July 2009, it will be statutory to declare safety information on goods arriving in and exiting the EU. However, the EU is planning a law amendment which would postpone the coming into force of certain compulsory safety information. The acceptance of the law amendment, which seems probable, would have the following impacts on the declaration procedures applied in Finland.
All new AREX declarations on arriving goods (summary declaration of arrival, summary declaration, declaration of presentation and declaration of temporary warehousing) are recommended to be submitted as of July 1, 2009 but become compulsory as of January 1, 2011 at the latest. If these declarations are lodged in accordance with the recommendations, the import customs declaration may also be transmitted electronically in advance.
According to the plans, the obligation to lodge export declarations electronically starts as of July 1, 2009.
In case of failure to include safety information in the export or transit declaration, it is recommended to be included in the summary declaration of exit as of July 1, 2009. The application of the summary declaration of exit becomes obligatory as of January 1, 2011 only.
The planned new electronic declarations for sea, air and rail traffic (arrival at point of exit, presentation declaration of exit and declaration of exit) will be introduced in December 2009 at the earliest. Amendments to legislation and the pending creation of the Common European Maritime Space (CEMS) may imply considerable changes in the development of these declarations, even in Finland.
Customs will be talking in greater detail via its website about the EU law amendment and its impacts on the declarations to be introduced in Finland as soon as the decisions on the transition period are made.
– Who should lodge pre-arrival information and when should it be done?
Jarko Saksa: Information for Finnish customs can be given by the company organising transportation or a Finnish consignee or their representative. The terms are different for different transport modes. For road transport the pre-arrival information is to be lodged an hour before the cargo arrives at the border. For rail or maritime transport (in the Baltic Sea) the pre-arrival information is to be lodged two hours before arrival.
– Nowadays, development of railway transportation between Finland and Russia, in particular by block trains, is one of VR Group’s priorities. What are the peculiarities of customs formalities applied to them?
Jarko Saksa: The idea of such trains is to cut transport times. Electronic pre-arrival declaration was used for the first time during the show trip of a block train called “Revontuli”. And, as I have already said, customs control must be provided at the departure and destination points.
Jarmo Raikka: Some clients would like their goods declared to customs at their own terminals, where they should be delivered by road transport after train transportation and then released for circulation and taxation. At the moment, a consignee has to come to the railway station where the customs clearance of his freight is done. As far as I know, Russian customs like to have the railway cargo declared to customs only at the train’s destination i.e. where the block train arrives.
We would like to see a smooth clearance process for railways include the possibility of getting customs clearance elsewhere, such as near the client. The existing procedure should not be obligatory for a client. This system of customs registration is popular in Finland. Customs clearance may be done at a client’s office.
– Is it safe from the standpoint of state interests?
Jarmo Raikka: Yes it is. When the system of sending declarations electronically is functioning and well organised, customs officers can control cargo transportation almost entirely online. Thus, we are sure that all obligatory procedures are fulfilled. Naturally, even then we must be confident that all the transportation agents are reliable partners and not so-called fly-by-night companies.
– Do you think that such a system can be put into operation in a state that is much larger than Finland?
Jarko Saksa: Naturally, it is possible and needed. Customs must provide clients with all services possible and simplify the transportation system as much as they can.
HOW TO OVERCOME PROBLEMS CAUSED BY BUREAUCRACY
– What is being done to simplify Russian – Finnish customs formalities? Will it be necessary to give paper copies of the documents for pre-arrival declarations?
Jarko Saksa: I believe that, in a few years’ time, all the documents obligatory for customs formalities will be electronic.
Perhaps, paper copies of the documents will be necessary for international sea transportation, because a captain may require them. As far as the land transportation is concerned, I think only electronic declarations will be in use soon.
– How will the customs registration of the high-speed passenger trains running between Russian and Finland be organised?
Jarko Saksa: Naturally, such trains must not be stopped at the border for a long time. Customs and passport control will most likely be fulfilled in a moving train.
I believe the possibility of customs and passport control at departure and arrival stations, as is done in air transportation, has also been examined. In this case, the train will have no stops during the trip. But the situation where customs officers work while the train is running seems to be more likely.
– Nowadays, the problem of car queues at the Russian and Finnish border is one of the most urgent. What should be done to solve the problem, in your opinion?
– Nowadays the situation is like this: Russian customs officers can register 1,400 – 1,600 cars daily – but Finnish ones can do twice as much. Thus, the bottle-neck is on the Russian territory of the border. Today, parking places are being constructed near the border in Finland to ease the queuing problem. Between the EU and the RF a working group consisting of customs experts has been set up to solve the problem of congestion. The work is based on a jointly accepted strategy with three main elements: facilitating trade on the Russian side, the electronic exchange of information and infrastructure. The agenda is very comprehensive and good progress is being made.
– Is technology behind the problem?
– The technologies, and primarily e-data exchange and e-declaration, are important. Also, there are some other important factors.
Firstly, the modernisation of infrastructure may help. For instance, additional lanes could be constructed. This would allow vehicles to be divided into two groups: those to be checked thoroughly and those that can be registered quickly.
Secondly there are seven different control bodies operating on the Russian side. At the Finnish side there are only two. As far as we know, the Russian side is going to reduce the number of control bodies operating at the border. This will speed up customs procedures. In this case, we are sure that the time needed for customs clearance on the Russian side will be reduced and there will be no truck queues at the border anymore.
By Anna Nezhinskaya
OUR REFERENCE
Finnish Customs is an organisation providing services and legal protection by: securing the internal market and collecting taxes, charges and customs duties entrusted to it; promoting a smooth, legal foreign trade and ensuring compliance with the valid provisions; protecting society by fighting white-collar crimes and the smuggling of drugs and other hazardous substances.Finnish Customs is a nationwide authority handling the internal and external trade of the EU with the tasks of collecting taxes, managing control and providing services, as well as implementing the customs policy of the EU. It is the duty of Finnish Customs to control international flows of goods in order to promote legal, foreign trade and prevent illegal trade. In 2007, it collected about 10.6 billion euros in taxes and charges, which amounts to almost a third of the total tax levy of Finland. Approximately 2,600 people work at Finnish Customs.
Finnish Customs is subordinate to the Ministry of Finance. The central administration is formed by the National Board of Customs.
The regional administration comprises five customs districts. These are the Southern (Helsinki), Western (Turku), Northern (Tornio), Eastern (Lappeenranta) and Åland Islands (Mariehamn) Customs districts. The Customs Laboratory is also part of Finnish Customs and its operating range covers all of Finland. The customs districts and the Customs Laboratory are subordinate to the Board of Customs.
[~DETAIL_TEXT] => “THE RELATIVELY SMOOTH PROCEDURE FOR RAILROAD TRANSPORTATION IS THE RESULT OF LONG-TERM COOPERATION ON OUR RAILWAYS”
– Finland has been a member of the European Union for a long time. Meanwhile, Russia and Finland have cooperated for a long time. How is Finnish and Russian customs interaction in the railway sector organised now?
Jarko Saksa: The rules issued by the EU authorities are to be followed by all member states. If the EU changes the customs clearance rules of railway freight transportation, it concerns the customs procedures on railways in all member states.
Today, the EU is developing a new system where every trader who brings goods into EU territory or exports goods out of the EU is obliged to lodge a customs declaration before arrival or exit and that declaration must be lodged electronically. The most important target is to complete the implementation of this pre-arrival and pre-departure safety and security procedure, which will be applied throughout the EU from July 1, 2009.
As for cooperation between the RF and the EU – in particular Finland – I want to say that in Russia there are companies who communicate electronically with each other when it comes to their business procedures but unfortunately this is not yet the case in interaction with customs bodies.
The Russian-Finnish railway traffic agreement concerns procedures and responsibilities between railway companies, i.e. when trains cross the state border, but it is not a customs agreement. It regulates the work of railways mainly.
– Will the innovations of the EU influence the cooperation of Russia and Finland in the sector of railway freight registration?
Jarmo Raikka: Customs procedures for railway transportation are simplified at the moment. It has been possible through EU legislation and easy to do because there is only one railway operator in Finland.
I believe it will be great if the time needed for customs clearance procedures (and the registration of cargo on the Russian Customs ADP systems) at the Russian side of the border could be reduced in railway transportation, even though the real problems at the moment seem to be in road traffic.
In this situation, the system of electronic data exchange should be developed as well as the pre-arrival declaration procedure in Russia. We are ready to tell Russian colleagues about the experience we have accumulated.
Also, we would like to underscore that in Finland only hazardous cargoes will be targets for inspection, and thus slower procedure, at the border station. The main flow of goods can be inspected later at the customs office of destination.
– Is it possible to say that there are almost no problems because most cargoes are carried by road transport?
Jarmo Raikka: I don’t think so. The relatively smooth procedure in railroad transportations is the result of the long-term cooperation of our railways. As for communication between railways and customs, it is traditionally of high quality. A few years ago, we held a number of meetings where both railway companies and customs bodies were present. This experience will certainly help us if any difficulties appear because of the new legislation. I am sure we will be able to find a way through.
PRE-ARRIVAL DECLARATION: IT WILL WORK AS FOLLOWS
– The system of informing customs before arrival at the EU border crossing will be put into operation in the near future. How will it work in practise?
Jarko Saksa: Pre-arrival declarations will become obligatory in July 2009. The arrangement was agreed upon by the World Customs Organization and it has been brought into force in the EU by EU customs legislation. The lodging of a new pre-arrival declaration is obligatory in all cases where goods are brought into EU territory for the first time or when export goods from the EU are transported outside the EU. Legislation also concerns goods coming from outside the EU and being transported via the EU to a country outside the EU. Procedure is the same in all 27 member states; it affects operators of all transport modes, importers and exporters.
Jarmo Raikka: Firstly, this innovation is needed for safety reasons. The pre-arrival declaration procedure will allow the selecting of cargoes to be checked by customs officers. The target is to find freight destined for terrorist organisations. We do not consider Finland interesting for such organisations but Finland should not be a state via which such cargoes may be transported.
According to the procedure, the security data on goods to be brought into or out of the EU shall be filed electronically with customs before the goods enter or leave the Community’s territory. Regarding goods arriving from or transported to Russia, the security data also has to be filed in advance. If no pre-arrival declaration has been lodged for goods arriving in Finland by road, it has to be lodged at the latest at the border customs office before the truck can continue on its route. A pre-arrival declaration also has to be lodged for empty containers returned to Finland if they are transported with a transportation waybill.
Declarations can be lodged with customs either over the internet or in message format directly from the company’s own data systems. Lodging declarations in another way than over the internet is subject to licence and requires testing of the compatibility of the customer’s data system with that of customs.
Jarko Saksa: Meanwhile, according to present EU law and as of 1 July 2009, it will be statutory to declare safety information on goods arriving in and exiting the EU. However, the EU is planning a law amendment which would postpone the coming into force of certain compulsory safety information. The acceptance of the law amendment, which seems probable, would have the following impacts on the declaration procedures applied in Finland.
All new AREX declarations on arriving goods (summary declaration of arrival, summary declaration, declaration of presentation and declaration of temporary warehousing) are recommended to be submitted as of July 1, 2009 but become compulsory as of January 1, 2011 at the latest. If these declarations are lodged in accordance with the recommendations, the import customs declaration may also be transmitted electronically in advance.
According to the plans, the obligation to lodge export declarations electronically starts as of July 1, 2009.
In case of failure to include safety information in the export or transit declaration, it is recommended to be included in the summary declaration of exit as of July 1, 2009. The application of the summary declaration of exit becomes obligatory as of January 1, 2011 only.
The planned new electronic declarations for sea, air and rail traffic (arrival at point of exit, presentation declaration of exit and declaration of exit) will be introduced in December 2009 at the earliest. Amendments to legislation and the pending creation of the Common European Maritime Space (CEMS) may imply considerable changes in the development of these declarations, even in Finland.
Customs will be talking in greater detail via its website about the EU law amendment and its impacts on the declarations to be introduced in Finland as soon as the decisions on the transition period are made.
– Who should lodge pre-arrival information and when should it be done?
Jarko Saksa: Information for Finnish customs can be given by the company organising transportation or a Finnish consignee or their representative. The terms are different for different transport modes. For road transport the pre-arrival information is to be lodged an hour before the cargo arrives at the border. For rail or maritime transport (in the Baltic Sea) the pre-arrival information is to be lodged two hours before arrival.
– Nowadays, development of railway transportation between Finland and Russia, in particular by block trains, is one of VR Group’s priorities. What are the peculiarities of customs formalities applied to them?
Jarko Saksa: The idea of such trains is to cut transport times. Electronic pre-arrival declaration was used for the first time during the show trip of a block train called “Revontuli”. And, as I have already said, customs control must be provided at the departure and destination points.
Jarmo Raikka: Some clients would like their goods declared to customs at their own terminals, where they should be delivered by road transport after train transportation and then released for circulation and taxation. At the moment, a consignee has to come to the railway station where the customs clearance of his freight is done. As far as I know, Russian customs like to have the railway cargo declared to customs only at the train’s destination i.e. where the block train arrives.
We would like to see a smooth clearance process for railways include the possibility of getting customs clearance elsewhere, such as near the client. The existing procedure should not be obligatory for a client. This system of customs registration is popular in Finland. Customs clearance may be done at a client’s office.
– Is it safe from the standpoint of state interests?
Jarmo Raikka: Yes it is. When the system of sending declarations electronically is functioning and well organised, customs officers can control cargo transportation almost entirely online. Thus, we are sure that all obligatory procedures are fulfilled. Naturally, even then we must be confident that all the transportation agents are reliable partners and not so-called fly-by-night companies.
– Do you think that such a system can be put into operation in a state that is much larger than Finland?
Jarko Saksa: Naturally, it is possible and needed. Customs must provide clients with all services possible and simplify the transportation system as much as they can.
HOW TO OVERCOME PROBLEMS CAUSED BY BUREAUCRACY
– What is being done to simplify Russian – Finnish customs formalities? Will it be necessary to give paper copies of the documents for pre-arrival declarations?
Jarko Saksa: I believe that, in a few years’ time, all the documents obligatory for customs formalities will be electronic.
Perhaps, paper copies of the documents will be necessary for international sea transportation, because a captain may require them. As far as the land transportation is concerned, I think only electronic declarations will be in use soon.
– How will the customs registration of the high-speed passenger trains running between Russian and Finland be organised?
Jarko Saksa: Naturally, such trains must not be stopped at the border for a long time. Customs and passport control will most likely be fulfilled in a moving train.
I believe the possibility of customs and passport control at departure and arrival stations, as is done in air transportation, has also been examined. In this case, the train will have no stops during the trip. But the situation where customs officers work while the train is running seems to be more likely.
– Nowadays, the problem of car queues at the Russian and Finnish border is one of the most urgent. What should be done to solve the problem, in your opinion?
– Nowadays the situation is like this: Russian customs officers can register 1,400 – 1,600 cars daily – but Finnish ones can do twice as much. Thus, the bottle-neck is on the Russian territory of the border. Today, parking places are being constructed near the border in Finland to ease the queuing problem. Between the EU and the RF a working group consisting of customs experts has been set up to solve the problem of congestion. The work is based on a jointly accepted strategy with three main elements: facilitating trade on the Russian side, the electronic exchange of information and infrastructure. The agenda is very comprehensive and good progress is being made.
– Is technology behind the problem?
– The technologies, and primarily e-data exchange and e-declaration, are important. Also, there are some other important factors.
Firstly, the modernisation of infrastructure may help. For instance, additional lanes could be constructed. This would allow vehicles to be divided into two groups: those to be checked thoroughly and those that can be registered quickly.
Secondly there are seven different control bodies operating on the Russian side. At the Finnish side there are only two. As far as we know, the Russian side is going to reduce the number of control bodies operating at the border. This will speed up customs procedures. In this case, we are sure that the time needed for customs clearance on the Russian side will be reduced and there will be no truck queues at the border anymore.
By Anna Nezhinskaya
OUR REFERENCE
Finnish Customs is an organisation providing services and legal protection by: securing the internal market and collecting taxes, charges and customs duties entrusted to it; promoting a smooth, legal foreign trade and ensuring compliance with the valid provisions; protecting society by fighting white-collar crimes and the smuggling of drugs and other hazardous substances.Finnish Customs is a nationwide authority handling the internal and external trade of the EU with the tasks of collecting taxes, managing control and providing services, as well as implementing the customs policy of the EU. It is the duty of Finnish Customs to control international flows of goods in order to promote legal, foreign trade and prevent illegal trade. In 2007, it collected about 10.6 billion euros in taxes and charges, which amounts to almost a third of the total tax levy of Finland. Approximately 2,600 people work at Finnish Customs.
Finnish Customs is subordinate to the Ministry of Finance. The central administration is formed by the National Board of Customs.
The regional administration comprises five customs districts. These are the Southern (Helsinki), Western (Turku), Northern (Tornio), Eastern (Lappeenranta) and Åland Islands (Mariehamn) Customs districts. The Customs Laboratory is also part of Finnish Customs and its operating range covers all of Finland. The customs districts and the Customs Laboratory are subordinate to the Board of Customs.
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[DETAIL_TEXT] => “THE RELATIVELY SMOOTH PROCEDURE FOR RAILROAD TRANSPORTATION IS THE RESULT OF LONG-TERM COOPERATION ON OUR RAILWAYS”
– Finland has been a member of the European Union for a long time. Meanwhile, Russia and Finland have cooperated for a long time. How is Finnish and Russian customs interaction in the railway sector organised now?
Jarko Saksa: The rules issued by the EU authorities are to be followed by all member states. If the EU changes the customs clearance rules of railway freight transportation, it concerns the customs procedures on railways in all member states.
Today, the EU is developing a new system where every trader who brings goods into EU territory or exports goods out of the EU is obliged to lodge a customs declaration before arrival or exit and that declaration must be lodged electronically. The most important target is to complete the implementation of this pre-arrival and pre-departure safety and security procedure, which will be applied throughout the EU from July 1, 2009.
As for cooperation between the RF and the EU – in particular Finland – I want to say that in Russia there are companies who communicate electronically with each other when it comes to their business procedures but unfortunately this is not yet the case in interaction with customs bodies.
The Russian-Finnish railway traffic agreement concerns procedures and responsibilities between railway companies, i.e. when trains cross the state border, but it is not a customs agreement. It regulates the work of railways mainly.
– Will the innovations of the EU influence the cooperation of Russia and Finland in the sector of railway freight registration?
Jarmo Raikka: Customs procedures for railway transportation are simplified at the moment. It has been possible through EU legislation and easy to do because there is only one railway operator in Finland.
I believe it will be great if the time needed for customs clearance procedures (and the registration of cargo on the Russian Customs ADP systems) at the Russian side of the border could be reduced in railway transportation, even though the real problems at the moment seem to be in road traffic.
In this situation, the system of electronic data exchange should be developed as well as the pre-arrival declaration procedure in Russia. We are ready to tell Russian colleagues about the experience we have accumulated.
Also, we would like to underscore that in Finland only hazardous cargoes will be targets for inspection, and thus slower procedure, at the border station. The main flow of goods can be inspected later at the customs office of destination.
– Is it possible to say that there are almost no problems because most cargoes are carried by road transport?
Jarmo Raikka: I don’t think so. The relatively smooth procedure in railroad transportations is the result of the long-term cooperation of our railways. As for communication between railways and customs, it is traditionally of high quality. A few years ago, we held a number of meetings where both railway companies and customs bodies were present. This experience will certainly help us if any difficulties appear because of the new legislation. I am sure we will be able to find a way through.
PRE-ARRIVAL DECLARATION: IT WILL WORK AS FOLLOWS
– The system of informing customs before arrival at the EU border crossing will be put into operation in the near future. How will it work in practise?
Jarko Saksa: Pre-arrival declarations will become obligatory in July 2009. The arrangement was agreed upon by the World Customs Organization and it has been brought into force in the EU by EU customs legislation. The lodging of a new pre-arrival declaration is obligatory in all cases where goods are brought into EU territory for the first time or when export goods from the EU are transported outside the EU. Legislation also concerns goods coming from outside the EU and being transported via the EU to a country outside the EU. Procedure is the same in all 27 member states; it affects operators of all transport modes, importers and exporters.
Jarmo Raikka: Firstly, this innovation is needed for safety reasons. The pre-arrival declaration procedure will allow the selecting of cargoes to be checked by customs officers. The target is to find freight destined for terrorist organisations. We do not consider Finland interesting for such organisations but Finland should not be a state via which such cargoes may be transported.
According to the procedure, the security data on goods to be brought into or out of the EU shall be filed electronically with customs before the goods enter or leave the Community’s territory. Regarding goods arriving from or transported to Russia, the security data also has to be filed in advance. If no pre-arrival declaration has been lodged for goods arriving in Finland by road, it has to be lodged at the latest at the border customs office before the truck can continue on its route. A pre-arrival declaration also has to be lodged for empty containers returned to Finland if they are transported with a transportation waybill.
Declarations can be lodged with customs either over the internet or in message format directly from the company’s own data systems. Lodging declarations in another way than over the internet is subject to licence and requires testing of the compatibility of the customer’s data system with that of customs.
Jarko Saksa: Meanwhile, according to present EU law and as of 1 July 2009, it will be statutory to declare safety information on goods arriving in and exiting the EU. However, the EU is planning a law amendment which would postpone the coming into force of certain compulsory safety information. The acceptance of the law amendment, which seems probable, would have the following impacts on the declaration procedures applied in Finland.
All new AREX declarations on arriving goods (summary declaration of arrival, summary declaration, declaration of presentation and declaration of temporary warehousing) are recommended to be submitted as of July 1, 2009 but become compulsory as of January 1, 2011 at the latest. If these declarations are lodged in accordance with the recommendations, the import customs declaration may also be transmitted electronically in advance.
According to the plans, the obligation to lodge export declarations electronically starts as of July 1, 2009.
In case of failure to include safety information in the export or transit declaration, it is recommended to be included in the summary declaration of exit as of July 1, 2009. The application of the summary declaration of exit becomes obligatory as of January 1, 2011 only.
The planned new electronic declarations for sea, air and rail traffic (arrival at point of exit, presentation declaration of exit and declaration of exit) will be introduced in December 2009 at the earliest. Amendments to legislation and the pending creation of the Common European Maritime Space (CEMS) may imply considerable changes in the development of these declarations, even in Finland.
Customs will be talking in greater detail via its website about the EU law amendment and its impacts on the declarations to be introduced in Finland as soon as the decisions on the transition period are made.
– Who should lodge pre-arrival information and when should it be done?
Jarko Saksa: Information for Finnish customs can be given by the company organising transportation or a Finnish consignee or their representative. The terms are different for different transport modes. For road transport the pre-arrival information is to be lodged an hour before the cargo arrives at the border. For rail or maritime transport (in the Baltic Sea) the pre-arrival information is to be lodged two hours before arrival.
– Nowadays, development of railway transportation between Finland and Russia, in particular by block trains, is one of VR Group’s priorities. What are the peculiarities of customs formalities applied to them?
Jarko Saksa: The idea of such trains is to cut transport times. Electronic pre-arrival declaration was used for the first time during the show trip of a block train called “Revontuli”. And, as I have already said, customs control must be provided at the departure and destination points.
Jarmo Raikka: Some clients would like their goods declared to customs at their own terminals, where they should be delivered by road transport after train transportation and then released for circulation and taxation. At the moment, a consignee has to come to the railway station where the customs clearance of his freight is done. As far as I know, Russian customs like to have the railway cargo declared to customs only at the train’s destination i.e. where the block train arrives.
We would like to see a smooth clearance process for railways include the possibility of getting customs clearance elsewhere, such as near the client. The existing procedure should not be obligatory for a client. This system of customs registration is popular in Finland. Customs clearance may be done at a client’s office.
– Is it safe from the standpoint of state interests?
Jarmo Raikka: Yes it is. When the system of sending declarations electronically is functioning and well organised, customs officers can control cargo transportation almost entirely online. Thus, we are sure that all obligatory procedures are fulfilled. Naturally, even then we must be confident that all the transportation agents are reliable partners and not so-called fly-by-night companies.
– Do you think that such a system can be put into operation in a state that is much larger than Finland?
Jarko Saksa: Naturally, it is possible and needed. Customs must provide clients with all services possible and simplify the transportation system as much as they can.
HOW TO OVERCOME PROBLEMS CAUSED BY BUREAUCRACY
– What is being done to simplify Russian – Finnish customs formalities? Will it be necessary to give paper copies of the documents for pre-arrival declarations?
Jarko Saksa: I believe that, in a few years’ time, all the documents obligatory for customs formalities will be electronic.
Perhaps, paper copies of the documents will be necessary for international sea transportation, because a captain may require them. As far as the land transportation is concerned, I think only electronic declarations will be in use soon.
– How will the customs registration of the high-speed passenger trains running between Russian and Finland be organised?
Jarko Saksa: Naturally, such trains must not be stopped at the border for a long time. Customs and passport control will most likely be fulfilled in a moving train.
I believe the possibility of customs and passport control at departure and arrival stations, as is done in air transportation, has also been examined. In this case, the train will have no stops during the trip. But the situation where customs officers work while the train is running seems to be more likely.
– Nowadays, the problem of car queues at the Russian and Finnish border is one of the most urgent. What should be done to solve the problem, in your opinion?
– Nowadays the situation is like this: Russian customs officers can register 1,400 – 1,600 cars daily – but Finnish ones can do twice as much. Thus, the bottle-neck is on the Russian territory of the border. Today, parking places are being constructed near the border in Finland to ease the queuing problem. Between the EU and the RF a working group consisting of customs experts has been set up to solve the problem of congestion. The work is based on a jointly accepted strategy with three main elements: facilitating trade on the Russian side, the electronic exchange of information and infrastructure. The agenda is very comprehensive and good progress is being made.
– Is technology behind the problem?
– The technologies, and primarily e-data exchange and e-declaration, are important. Also, there are some other important factors.
Firstly, the modernisation of infrastructure may help. For instance, additional lanes could be constructed. This would allow vehicles to be divided into two groups: those to be checked thoroughly and those that can be registered quickly.
Secondly there are seven different control bodies operating on the Russian side. At the Finnish side there are only two. As far as we know, the Russian side is going to reduce the number of control bodies operating at the border. This will speed up customs procedures. In this case, we are sure that the time needed for customs clearance on the Russian side will be reduced and there will be no truck queues at the border anymore.
By Anna Nezhinskaya
OUR REFERENCE
Finnish Customs is an organisation providing services and legal protection by: securing the internal market and collecting taxes, charges and customs duties entrusted to it; promoting a smooth, legal foreign trade and ensuring compliance with the valid provisions; protecting society by fighting white-collar crimes and the smuggling of drugs and other hazardous substances.Finnish Customs is a nationwide authority handling the internal and external trade of the EU with the tasks of collecting taxes, managing control and providing services, as well as implementing the customs policy of the EU. It is the duty of Finnish Customs to control international flows of goods in order to promote legal, foreign trade and prevent illegal trade. In 2007, it collected about 10.6 billion euros in taxes and charges, which amounts to almost a third of the total tax levy of Finland. Approximately 2,600 people work at Finnish Customs.
Finnish Customs is subordinate to the Ministry of Finance. The central administration is formed by the National Board of Customs.
The regional administration comprises five customs districts. These are the Southern (Helsinki), Western (Turku), Northern (Tornio), Eastern (Lappeenranta) and Åland Islands (Mariehamn) Customs districts. The Customs Laboratory is also part of Finnish Customs and its operating range covers all of Finland. The customs districts and the Customs Laboratory are subordinate to the Board of Customs.
[~DETAIL_TEXT] => “THE RELATIVELY SMOOTH PROCEDURE FOR RAILROAD TRANSPORTATION IS THE RESULT OF LONG-TERM COOPERATION ON OUR RAILWAYS”
– Finland has been a member of the European Union for a long time. Meanwhile, Russia and Finland have cooperated for a long time. How is Finnish and Russian customs interaction in the railway sector organised now?
Jarko Saksa: The rules issued by the EU authorities are to be followed by all member states. If the EU changes the customs clearance rules of railway freight transportation, it concerns the customs procedures on railways in all member states.
Today, the EU is developing a new system where every trader who brings goods into EU territory or exports goods out of the EU is obliged to lodge a customs declaration before arrival or exit and that declaration must be lodged electronically. The most important target is to complete the implementation of this pre-arrival and pre-departure safety and security procedure, which will be applied throughout the EU from July 1, 2009.
As for cooperation between the RF and the EU – in particular Finland – I want to say that in Russia there are companies who communicate electronically with each other when it comes to their business procedures but unfortunately this is not yet the case in interaction with customs bodies.
The Russian-Finnish railway traffic agreement concerns procedures and responsibilities between railway companies, i.e. when trains cross the state border, but it is not a customs agreement. It regulates the work of railways mainly.
– Will the innovations of the EU influence the cooperation of Russia and Finland in the sector of railway freight registration?
Jarmo Raikka: Customs procedures for railway transportation are simplified at the moment. It has been possible through EU legislation and easy to do because there is only one railway operator in Finland.
I believe it will be great if the time needed for customs clearance procedures (and the registration of cargo on the Russian Customs ADP systems) at the Russian side of the border could be reduced in railway transportation, even though the real problems at the moment seem to be in road traffic.
In this situation, the system of electronic data exchange should be developed as well as the pre-arrival declaration procedure in Russia. We are ready to tell Russian colleagues about the experience we have accumulated.
Also, we would like to underscore that in Finland only hazardous cargoes will be targets for inspection, and thus slower procedure, at the border station. The main flow of goods can be inspected later at the customs office of destination.
– Is it possible to say that there are almost no problems because most cargoes are carried by road transport?
Jarmo Raikka: I don’t think so. The relatively smooth procedure in railroad transportations is the result of the long-term cooperation of our railways. As for communication between railways and customs, it is traditionally of high quality. A few years ago, we held a number of meetings where both railway companies and customs bodies were present. This experience will certainly help us if any difficulties appear because of the new legislation. I am sure we will be able to find a way through.
PRE-ARRIVAL DECLARATION: IT WILL WORK AS FOLLOWS
– The system of informing customs before arrival at the EU border crossing will be put into operation in the near future. How will it work in practise?
Jarko Saksa: Pre-arrival declarations will become obligatory in July 2009. The arrangement was agreed upon by the World Customs Organization and it has been brought into force in the EU by EU customs legislation. The lodging of a new pre-arrival declaration is obligatory in all cases where goods are brought into EU territory for the first time or when export goods from the EU are transported outside the EU. Legislation also concerns goods coming from outside the EU and being transported via the EU to a country outside the EU. Procedure is the same in all 27 member states; it affects operators of all transport modes, importers and exporters.
Jarmo Raikka: Firstly, this innovation is needed for safety reasons. The pre-arrival declaration procedure will allow the selecting of cargoes to be checked by customs officers. The target is to find freight destined for terrorist organisations. We do not consider Finland interesting for such organisations but Finland should not be a state via which such cargoes may be transported.
According to the procedure, the security data on goods to be brought into or out of the EU shall be filed electronically with customs before the goods enter or leave the Community’s territory. Regarding goods arriving from or transported to Russia, the security data also has to be filed in advance. If no pre-arrival declaration has been lodged for goods arriving in Finland by road, it has to be lodged at the latest at the border customs office before the truck can continue on its route. A pre-arrival declaration also has to be lodged for empty containers returned to Finland if they are transported with a transportation waybill.
Declarations can be lodged with customs either over the internet or in message format directly from the company’s own data systems. Lodging declarations in another way than over the internet is subject to licence and requires testing of the compatibility of the customer’s data system with that of customs.
Jarko Saksa: Meanwhile, according to present EU law and as of 1 July 2009, it will be statutory to declare safety information on goods arriving in and exiting the EU. However, the EU is planning a law amendment which would postpone the coming into force of certain compulsory safety information. The acceptance of the law amendment, which seems probable, would have the following impacts on the declaration procedures applied in Finland.
All new AREX declarations on arriving goods (summary declaration of arrival, summary declaration, declaration of presentation and declaration of temporary warehousing) are recommended to be submitted as of July 1, 2009 but become compulsory as of January 1, 2011 at the latest. If these declarations are lodged in accordance with the recommendations, the import customs declaration may also be transmitted electronically in advance.
According to the plans, the obligation to lodge export declarations electronically starts as of July 1, 2009.
In case of failure to include safety information in the export or transit declaration, it is recommended to be included in the summary declaration of exit as of July 1, 2009. The application of the summary declaration of exit becomes obligatory as of January 1, 2011 only.
The planned new electronic declarations for sea, air and rail traffic (arrival at point of exit, presentation declaration of exit and declaration of exit) will be introduced in December 2009 at the earliest. Amendments to legislation and the pending creation of the Common European Maritime Space (CEMS) may imply considerable changes in the development of these declarations, even in Finland.
Customs will be talking in greater detail via its website about the EU law amendment and its impacts on the declarations to be introduced in Finland as soon as the decisions on the transition period are made.
– Who should lodge pre-arrival information and when should it be done?
Jarko Saksa: Information for Finnish customs can be given by the company organising transportation or a Finnish consignee or their representative. The terms are different for different transport modes. For road transport the pre-arrival information is to be lodged an hour before the cargo arrives at the border. For rail or maritime transport (in the Baltic Sea) the pre-arrival information is to be lodged two hours before arrival.
– Nowadays, development of railway transportation between Finland and Russia, in particular by block trains, is one of VR Group’s priorities. What are the peculiarities of customs formalities applied to them?
Jarko Saksa: The idea of such trains is to cut transport times. Electronic pre-arrival declaration was used for the first time during the show trip of a block train called “Revontuli”. And, as I have already said, customs control must be provided at the departure and destination points.
Jarmo Raikka: Some clients would like their goods declared to customs at their own terminals, where they should be delivered by road transport after train transportation and then released for circulation and taxation. At the moment, a consignee has to come to the railway station where the customs clearance of his freight is done. As far as I know, Russian customs like to have the railway cargo declared to customs only at the train’s destination i.e. where the block train arrives.
We would like to see a smooth clearance process for railways include the possibility of getting customs clearance elsewhere, such as near the client. The existing procedure should not be obligatory for a client. This system of customs registration is popular in Finland. Customs clearance may be done at a client’s office.
– Is it safe from the standpoint of state interests?
Jarmo Raikka: Yes it is. When the system of sending declarations electronically is functioning and well organised, customs officers can control cargo transportation almost entirely online. Thus, we are sure that all obligatory procedures are fulfilled. Naturally, even then we must be confident that all the transportation agents are reliable partners and not so-called fly-by-night companies.
– Do you think that such a system can be put into operation in a state that is much larger than Finland?
Jarko Saksa: Naturally, it is possible and needed. Customs must provide clients with all services possible and simplify the transportation system as much as they can.
HOW TO OVERCOME PROBLEMS CAUSED BY BUREAUCRACY
– What is being done to simplify Russian – Finnish customs formalities? Will it be necessary to give paper copies of the documents for pre-arrival declarations?
Jarko Saksa: I believe that, in a few years’ time, all the documents obligatory for customs formalities will be electronic.
Perhaps, paper copies of the documents will be necessary for international sea transportation, because a captain may require them. As far as the land transportation is concerned, I think only electronic declarations will be in use soon.
– How will the customs registration of the high-speed passenger trains running between Russian and Finland be organised?
Jarko Saksa: Naturally, such trains must not be stopped at the border for a long time. Customs and passport control will most likely be fulfilled in a moving train.
I believe the possibility of customs and passport control at departure and arrival stations, as is done in air transportation, has also been examined. In this case, the train will have no stops during the trip. But the situation where customs officers work while the train is running seems to be more likely.
– Nowadays, the problem of car queues at the Russian and Finnish border is one of the most urgent. What should be done to solve the problem, in your opinion?
– Nowadays the situation is like this: Russian customs officers can register 1,400 – 1,600 cars daily – but Finnish ones can do twice as much. Thus, the bottle-neck is on the Russian territory of the border. Today, parking places are being constructed near the border in Finland to ease the queuing problem. Between the EU and the RF a working group consisting of customs experts has been set up to solve the problem of congestion. The work is based on a jointly accepted strategy with three main elements: facilitating trade on the Russian side, the electronic exchange of information and infrastructure. The agenda is very comprehensive and good progress is being made.
– Is technology behind the problem?
– The technologies, and primarily e-data exchange and e-declaration, are important. Also, there are some other important factors.
Firstly, the modernisation of infrastructure may help. For instance, additional lanes could be constructed. This would allow vehicles to be divided into two groups: those to be checked thoroughly and those that can be registered quickly.
Secondly there are seven different control bodies operating on the Russian side. At the Finnish side there are only two. As far as we know, the Russian side is going to reduce the number of control bodies operating at the border. This will speed up customs procedures. In this case, we are sure that the time needed for customs clearance on the Russian side will be reduced and there will be no truck queues at the border anymore.
By Anna Nezhinskaya
OUR REFERENCE
Finnish Customs is an organisation providing services and legal protection by: securing the internal market and collecting taxes, charges and customs duties entrusted to it; promoting a smooth, legal foreign trade and ensuring compliance with the valid provisions; protecting society by fighting white-collar crimes and the smuggling of drugs and other hazardous substances.Finnish Customs is a nationwide authority handling the internal and external trade of the EU with the tasks of collecting taxes, managing control and providing services, as well as implementing the customs policy of the EU. It is the duty of Finnish Customs to control international flows of goods in order to promote legal, foreign trade and prevent illegal trade. In 2007, it collected about 10.6 billion euros in taxes and charges, which amounts to almost a third of the total tax levy of Finland. Approximately 2,600 people work at Finnish Customs.
Finnish Customs is subordinate to the Ministry of Finance. The central administration is formed by the National Board of Customs.
The regional administration comprises five customs districts. These are the Southern (Helsinki), Western (Turku), Northern (Tornio), Eastern (Lappeenranta) and Åland Islands (Mariehamn) Customs districts. The Customs Laboratory is also part of Finnish Customs and its operating range covers all of Finland. The customs districts and the Customs Laboratory are subordinate to the Board of Customs.
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[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2009/1/29.jpg" border="1" alt="Jarko Saksa" title="Jarko Saksa" hspace="5" width="150" height="120" align="left" />Finland is one of the most important economic partners of the RF. Huge volumes of freights are being transported to the RF via Finland. That is why optimization of the customs clearance procedures is very important for the both countries. Jarko Saksa, Director of Finnish Customs Administration and Jarmo Raikka, Head of the unit LLM comment on the advantages and disadvantages of cooperation with the Russian Federal Customs service and Russian transport companies.
[ELEMENT_META_TITLE] => How to Deal with Russian Customs Services
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Wishing to increase the effectiveness of cargo transportation between Russia and other countries, OAO RZD chose to make OOO Customs-Broker Centre (CBC) a centre for innovation. This is in addition to OOO CBC’s running of customs operations. Avtandil Gorgiladze, Director of OAO RZD Customs-Broker Activity Department tells how the new firm may affect the work of foreign business partners.Array
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[DETAIL_TEXT] => “Our purpose is introduction of new technologies”
– Mr Gorgiladze, could you please tell us about the results of OOO Customs-Broker Centre’s work from the very beginning? What has been done already? What are the company’s plans?
– In compliance with the strategy of customs-broker operations development, the single customs broker was launched by OAO RZD. It’s an already-functioning company dependent on OAO RZD.
There are 62 autonomous offices now in the 8 time zones of Russia with about 1,000 employees. OOO CBC helps to legalise procedures of internal and external customs transit (ICT and ECT) on the railway and harbour boundary posts.
As an example, a lot of organisational and technical work was done in cooperation with OAO RZD and OAO TransContainer to improve customs registration of transit cargoes in Zabaikalsk. More station staff were hired and document circulation was optimised. The station’s capacity grew by 50%. This issue has been put under the permanent control of OAO RZD and much attention is being paid to it.
OOO CBC provides agency servicing of transit cargo flows for forwarders as well as a wide range of additional services (more than 20): it informs forwarders about the location of the trains, gives them e-copies of customs and transport documents and even gets the confirmations of actual removal of goods from the country.
Most of OOO CBC’s autonomous offices help clients of OAO RZD with customs registration of incoming and export cargo flows. Such a service is especially popular in Moscow (Moscow-Tovarnaya Rijskaya, Moscow-Tovarnaya Smolenskaya, Moscow-Tovarnaya, Moscow-Tovarnaya Kurskaya, Kuntzevo-2 and other stations), in St. Petersburg, Kaliningrad, in the Far East (Vostochny, Nahodka, Vladivostok ports), and also in Novosibirsk, Krasnoyarsk, Chita, etc.
I’d like to say that simplified customs clearance is organised now for container trains. Preliminary informing and declaring procedures are being used for transportation of different goods (consumer electronics, etc.).
In the framework of customs-broker service for OAO RZD and its branch establishments, we service customs registration of goods for Roszheldorsnab company – a subsidiary of OAO RZD.
– What is the strategy of this company’s development?
– The future of the company is directly bound up with that of foreign economic activity and international railway transportation in Russia. I think that the trends of the last few years let us make a rather optimistic forecast in this sector. Also, we may note the following promising developments: the growing range of services (including consulting services) in customs registration and cargo transportation, confirmation of actual removal of export goods from the country and, of course, improvements in quality.
Further development of the company’s regional network is to embrace the whole network of RZD: introducing modern customs technologies, such as preliminary informing, electronic declaring of goods and logistics technologies (“Just-in-time”, “Requirements/resource planning”, “Demand-driven Logistics”, “Time-based Logistics”, “Integrated Supply Chain Management”, “E- Logistics”, etc.).
OAO RZD pays special attention to the activities of OOO CBC as the organiser of customs registration for high-speed route trains and also improvement of services provided in bonded warehouses and customs control zones owned by OAO RZD.
We plan to introduce preliminary informing on the incoming and export flows with the Baltic states, Finland, China, Kazakhstan, Ukraine and others. So, to organise preliminary informing, the company is going to develop existing representative offices and make new ones in neighbouring countries.
“We see common purposes and problems”
– Did the OOO CBC have any problems when it interacted with customs?
– Certainly, different everyday problems appeared from time to time – it’s inevitable when you make customs-broker operations. The main thing is that we understand that we are linked to customs officials by a common purpose. Particularly, it is very important for one of our latest projects – simplified customs registration of container trains for large participants in foreign economic activity.
Interaction with customs officials is based on the strict following of the law during customs registration of incoming and outgoing cargo flows on the railways.
– What difficulties did OAO RZD have in organising cooperation with OOO CBC?
– Nothing serious. We completely understand each other and work together fine, from OAO RZD’s top managers down to its employees. Certainly we were afraid of emergency situations in the intermediate stage, when representatives of OAO RZD on boundary posts were changing and subdivisions of OOO CBC started to work on the boundary posts. But I must say that, even then, there were no failures in the transport process.
– What would you like to improve in the process of working on railway boundary posts?
– I’d like the processes of equipping and technically renovating railroad stations to be completed faster. Especially concerning the loading and inspecting of facilities, taking into account the increasing flows of container trains and “containerisation” of transportation. And, in the framework of interaction with customs officials, I would like to speed up the processes of cargo passing and transfer customs control from the border to destination stations. The most important thing is to keep a high level of safety and defend Russian economic interests.
– How does OOO CBC interact with foreign trade participants?
– Interacting with foreign participants, OOO CBC tries to stay on mutually beneficial partnership terms. A broker does his best to find a personal approach to every participant and tries to fulfil their needs for high-quality services.
The company has to work in conditions of strong competition on the market. That’s why improvement of service quality while keeping client-friendly prices has become the most important part of the “struggle for clients”.
I’ve got a message for every potential client or partner: first of all, use all the potential of railroads for international traffic. Let’s begin to work and then we’ll be able to estimate our results and prospects.
“Less customs examinations and better quality”
– What can you tell us about implementation of advanced informing and declaring technologies?
– Introduction and development of prospective customs-broker technologies is one of the key targets of our company. All the actions and plans concerning it correspond with the appropriate measures of the Federal Customs Service.
One of the most important actions now is creating a system of preliminary informing about cargoes transported by railways. Oktyabrskaya and Zabaykalskaya railroads will be the first to introduce it.
– How long does the process of customs inspection last now and how much time will it take in the future?
– Firstly, the location of a customs inspection is very important: is it on a boundary or internal? Objectively, boundary customs inspections are quicker. Secondly, the time taken for customs inspections mostly depend on the volume of cargo, aims of inspection and its level. I think we need to strive for shortening the time as well as optimising the number of customs inspections.
In fact, customs inspection must take as much time as is necessary to serve the state’s interests. Tools such as an effective customs risk control system and advanced technologies for cargo and transport inspections (using inspection complexes) will help to choose the targets for inspection.
– What do you think the prospects are of putting the single CIM/SMGS consignment note into operation?
– Using the single consignment note will help reduce the time taken for customs inspections significantly. It will simplify customs procedures on the border. I think that smaller document turnover and removal of the need to “re-legalise” documents on the border might create a great opportunity to introduce a single consignment note and, therefore, to integrate countries into a single railway system.
By Stanislav Russkov
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– Mr Gorgiladze, could you please tell us about the results of OOO Customs-Broker Centre’s work from the very beginning? What has been done already? What are the company’s plans?
– In compliance with the strategy of customs-broker operations development, the single customs broker was launched by OAO RZD. It’s an already-functioning company dependent on OAO RZD.
There are 62 autonomous offices now in the 8 time zones of Russia with about 1,000 employees. OOO CBC helps to legalise procedures of internal and external customs transit (ICT and ECT) on the railway and harbour boundary posts.
As an example, a lot of organisational and technical work was done in cooperation with OAO RZD and OAO TransContainer to improve customs registration of transit cargoes in Zabaikalsk. More station staff were hired and document circulation was optimised. The station’s capacity grew by 50%. This issue has been put under the permanent control of OAO RZD and much attention is being paid to it.
OOO CBC provides agency servicing of transit cargo flows for forwarders as well as a wide range of additional services (more than 20): it informs forwarders about the location of the trains, gives them e-copies of customs and transport documents and even gets the confirmations of actual removal of goods from the country.
Most of OOO CBC’s autonomous offices help clients of OAO RZD with customs registration of incoming and export cargo flows. Such a service is especially popular in Moscow (Moscow-Tovarnaya Rijskaya, Moscow-Tovarnaya Smolenskaya, Moscow-Tovarnaya, Moscow-Tovarnaya Kurskaya, Kuntzevo-2 and other stations), in St. Petersburg, Kaliningrad, in the Far East (Vostochny, Nahodka, Vladivostok ports), and also in Novosibirsk, Krasnoyarsk, Chita, etc.
I’d like to say that simplified customs clearance is organised now for container trains. Preliminary informing and declaring procedures are being used for transportation of different goods (consumer electronics, etc.).
In the framework of customs-broker service for OAO RZD and its branch establishments, we service customs registration of goods for Roszheldorsnab company – a subsidiary of OAO RZD.
– What is the strategy of this company’s development?
– The future of the company is directly bound up with that of foreign economic activity and international railway transportation in Russia. I think that the trends of the last few years let us make a rather optimistic forecast in this sector. Also, we may note the following promising developments: the growing range of services (including consulting services) in customs registration and cargo transportation, confirmation of actual removal of export goods from the country and, of course, improvements in quality.
Further development of the company’s regional network is to embrace the whole network of RZD: introducing modern customs technologies, such as preliminary informing, electronic declaring of goods and logistics technologies (“Just-in-time”, “Requirements/resource planning”, “Demand-driven Logistics”, “Time-based Logistics”, “Integrated Supply Chain Management”, “E- Logistics”, etc.).
OAO RZD pays special attention to the activities of OOO CBC as the organiser of customs registration for high-speed route trains and also improvement of services provided in bonded warehouses and customs control zones owned by OAO RZD.
We plan to introduce preliminary informing on the incoming and export flows with the Baltic states, Finland, China, Kazakhstan, Ukraine and others. So, to organise preliminary informing, the company is going to develop existing representative offices and make new ones in neighbouring countries.
“We see common purposes and problems”
– Did the OOO CBC have any problems when it interacted with customs?
– Certainly, different everyday problems appeared from time to time – it’s inevitable when you make customs-broker operations. The main thing is that we understand that we are linked to customs officials by a common purpose. Particularly, it is very important for one of our latest projects – simplified customs registration of container trains for large participants in foreign economic activity.
Interaction with customs officials is based on the strict following of the law during customs registration of incoming and outgoing cargo flows on the railways.
– What difficulties did OAO RZD have in organising cooperation with OOO CBC?
– Nothing serious. We completely understand each other and work together fine, from OAO RZD’s top managers down to its employees. Certainly we were afraid of emergency situations in the intermediate stage, when representatives of OAO RZD on boundary posts were changing and subdivisions of OOO CBC started to work on the boundary posts. But I must say that, even then, there were no failures in the transport process.
– What would you like to improve in the process of working on railway boundary posts?
– I’d like the processes of equipping and technically renovating railroad stations to be completed faster. Especially concerning the loading and inspecting of facilities, taking into account the increasing flows of container trains and “containerisation” of transportation. And, in the framework of interaction with customs officials, I would like to speed up the processes of cargo passing and transfer customs control from the border to destination stations. The most important thing is to keep a high level of safety and defend Russian economic interests.
– How does OOO CBC interact with foreign trade participants?
– Interacting with foreign participants, OOO CBC tries to stay on mutually beneficial partnership terms. A broker does his best to find a personal approach to every participant and tries to fulfil their needs for high-quality services.
The company has to work in conditions of strong competition on the market. That’s why improvement of service quality while keeping client-friendly prices has become the most important part of the “struggle for clients”.
I’ve got a message for every potential client or partner: first of all, use all the potential of railroads for international traffic. Let’s begin to work and then we’ll be able to estimate our results and prospects.
“Less customs examinations and better quality”
– What can you tell us about implementation of advanced informing and declaring technologies?
– Introduction and development of prospective customs-broker technologies is one of the key targets of our company. All the actions and plans concerning it correspond with the appropriate measures of the Federal Customs Service.
One of the most important actions now is creating a system of preliminary informing about cargoes transported by railways. Oktyabrskaya and Zabaykalskaya railroads will be the first to introduce it.
– How long does the process of customs inspection last now and how much time will it take in the future?
– Firstly, the location of a customs inspection is very important: is it on a boundary or internal? Objectively, boundary customs inspections are quicker. Secondly, the time taken for customs inspections mostly depend on the volume of cargo, aims of inspection and its level. I think we need to strive for shortening the time as well as optimising the number of customs inspections.
In fact, customs inspection must take as much time as is necessary to serve the state’s interests. Tools such as an effective customs risk control system and advanced technologies for cargo and transport inspections (using inspection complexes) will help to choose the targets for inspection.
– What do you think the prospects are of putting the single CIM/SMGS consignment note into operation?
– Using the single consignment note will help reduce the time taken for customs inspections significantly. It will simplify customs procedures on the border. I think that smaller document turnover and removal of the need to “re-legalise” documents on the border might create a great opportunity to introduce a single consignment note and, therefore, to integrate countries into a single railway system.
By Stanislav Russkov
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[DETAIL_TEXT] => “Our purpose is introduction of new technologies”
– Mr Gorgiladze, could you please tell us about the results of OOO Customs-Broker Centre’s work from the very beginning? What has been done already? What are the company’s plans?
– In compliance with the strategy of customs-broker operations development, the single customs broker was launched by OAO RZD. It’s an already-functioning company dependent on OAO RZD.
There are 62 autonomous offices now in the 8 time zones of Russia with about 1,000 employees. OOO CBC helps to legalise procedures of internal and external customs transit (ICT and ECT) on the railway and harbour boundary posts.
As an example, a lot of organisational and technical work was done in cooperation with OAO RZD and OAO TransContainer to improve customs registration of transit cargoes in Zabaikalsk. More station staff were hired and document circulation was optimised. The station’s capacity grew by 50%. This issue has been put under the permanent control of OAO RZD and much attention is being paid to it.
OOO CBC provides agency servicing of transit cargo flows for forwarders as well as a wide range of additional services (more than 20): it informs forwarders about the location of the trains, gives them e-copies of customs and transport documents and even gets the confirmations of actual removal of goods from the country.
Most of OOO CBC’s autonomous offices help clients of OAO RZD with customs registration of incoming and export cargo flows. Such a service is especially popular in Moscow (Moscow-Tovarnaya Rijskaya, Moscow-Tovarnaya Smolenskaya, Moscow-Tovarnaya, Moscow-Tovarnaya Kurskaya, Kuntzevo-2 and other stations), in St. Petersburg, Kaliningrad, in the Far East (Vostochny, Nahodka, Vladivostok ports), and also in Novosibirsk, Krasnoyarsk, Chita, etc.
I’d like to say that simplified customs clearance is organised now for container trains. Preliminary informing and declaring procedures are being used for transportation of different goods (consumer electronics, etc.).
In the framework of customs-broker service for OAO RZD and its branch establishments, we service customs registration of goods for Roszheldorsnab company – a subsidiary of OAO RZD.
– What is the strategy of this company’s development?
– The future of the company is directly bound up with that of foreign economic activity and international railway transportation in Russia. I think that the trends of the last few years let us make a rather optimistic forecast in this sector. Also, we may note the following promising developments: the growing range of services (including consulting services) in customs registration and cargo transportation, confirmation of actual removal of export goods from the country and, of course, improvements in quality.
Further development of the company’s regional network is to embrace the whole network of RZD: introducing modern customs technologies, such as preliminary informing, electronic declaring of goods and logistics technologies (“Just-in-time”, “Requirements/resource planning”, “Demand-driven Logistics”, “Time-based Logistics”, “Integrated Supply Chain Management”, “E- Logistics”, etc.).
OAO RZD pays special attention to the activities of OOO CBC as the organiser of customs registration for high-speed route trains and also improvement of services provided in bonded warehouses and customs control zones owned by OAO RZD.
We plan to introduce preliminary informing on the incoming and export flows with the Baltic states, Finland, China, Kazakhstan, Ukraine and others. So, to organise preliminary informing, the company is going to develop existing representative offices and make new ones in neighbouring countries.
“We see common purposes and problems”
– Did the OOO CBC have any problems when it interacted with customs?
– Certainly, different everyday problems appeared from time to time – it’s inevitable when you make customs-broker operations. The main thing is that we understand that we are linked to customs officials by a common purpose. Particularly, it is very important for one of our latest projects – simplified customs registration of container trains for large participants in foreign economic activity.
Interaction with customs officials is based on the strict following of the law during customs registration of incoming and outgoing cargo flows on the railways.
– What difficulties did OAO RZD have in organising cooperation with OOO CBC?
– Nothing serious. We completely understand each other and work together fine, from OAO RZD’s top managers down to its employees. Certainly we were afraid of emergency situations in the intermediate stage, when representatives of OAO RZD on boundary posts were changing and subdivisions of OOO CBC started to work on the boundary posts. But I must say that, even then, there were no failures in the transport process.
– What would you like to improve in the process of working on railway boundary posts?
– I’d like the processes of equipping and technically renovating railroad stations to be completed faster. Especially concerning the loading and inspecting of facilities, taking into account the increasing flows of container trains and “containerisation” of transportation. And, in the framework of interaction with customs officials, I would like to speed up the processes of cargo passing and transfer customs control from the border to destination stations. The most important thing is to keep a high level of safety and defend Russian economic interests.
– How does OOO CBC interact with foreign trade participants?
– Interacting with foreign participants, OOO CBC tries to stay on mutually beneficial partnership terms. A broker does his best to find a personal approach to every participant and tries to fulfil their needs for high-quality services.
The company has to work in conditions of strong competition on the market. That’s why improvement of service quality while keeping client-friendly prices has become the most important part of the “struggle for clients”.
I’ve got a message for every potential client or partner: first of all, use all the potential of railroads for international traffic. Let’s begin to work and then we’ll be able to estimate our results and prospects.
“Less customs examinations and better quality”
– What can you tell us about implementation of advanced informing and declaring technologies?
– Introduction and development of prospective customs-broker technologies is one of the key targets of our company. All the actions and plans concerning it correspond with the appropriate measures of the Federal Customs Service.
One of the most important actions now is creating a system of preliminary informing about cargoes transported by railways. Oktyabrskaya and Zabaykalskaya railroads will be the first to introduce it.
– How long does the process of customs inspection last now and how much time will it take in the future?
– Firstly, the location of a customs inspection is very important: is it on a boundary or internal? Objectively, boundary customs inspections are quicker. Secondly, the time taken for customs inspections mostly depend on the volume of cargo, aims of inspection and its level. I think we need to strive for shortening the time as well as optimising the number of customs inspections.
In fact, customs inspection must take as much time as is necessary to serve the state’s interests. Tools such as an effective customs risk control system and advanced technologies for cargo and transport inspections (using inspection complexes) will help to choose the targets for inspection.
– What do you think the prospects are of putting the single CIM/SMGS consignment note into operation?
– Using the single consignment note will help reduce the time taken for customs inspections significantly. It will simplify customs procedures on the border. I think that smaller document turnover and removal of the need to “re-legalise” documents on the border might create a great opportunity to introduce a single consignment note and, therefore, to integrate countries into a single railway system.
By Stanislav Russkov
[~DETAIL_TEXT] => “Our purpose is introduction of new technologies”
– Mr Gorgiladze, could you please tell us about the results of OOO Customs-Broker Centre’s work from the very beginning? What has been done already? What are the company’s plans?
– In compliance with the strategy of customs-broker operations development, the single customs broker was launched by OAO RZD. It’s an already-functioning company dependent on OAO RZD.
There are 62 autonomous offices now in the 8 time zones of Russia with about 1,000 employees. OOO CBC helps to legalise procedures of internal and external customs transit (ICT and ECT) on the railway and harbour boundary posts.
As an example, a lot of organisational and technical work was done in cooperation with OAO RZD and OAO TransContainer to improve customs registration of transit cargoes in Zabaikalsk. More station staff were hired and document circulation was optimised. The station’s capacity grew by 50%. This issue has been put under the permanent control of OAO RZD and much attention is being paid to it.
OOO CBC provides agency servicing of transit cargo flows for forwarders as well as a wide range of additional services (more than 20): it informs forwarders about the location of the trains, gives them e-copies of customs and transport documents and even gets the confirmations of actual removal of goods from the country.
Most of OOO CBC’s autonomous offices help clients of OAO RZD with customs registration of incoming and export cargo flows. Such a service is especially popular in Moscow (Moscow-Tovarnaya Rijskaya, Moscow-Tovarnaya Smolenskaya, Moscow-Tovarnaya, Moscow-Tovarnaya Kurskaya, Kuntzevo-2 and other stations), in St. Petersburg, Kaliningrad, in the Far East (Vostochny, Nahodka, Vladivostok ports), and also in Novosibirsk, Krasnoyarsk, Chita, etc.
I’d like to say that simplified customs clearance is organised now for container trains. Preliminary informing and declaring procedures are being used for transportation of different goods (consumer electronics, etc.).
In the framework of customs-broker service for OAO RZD and its branch establishments, we service customs registration of goods for Roszheldorsnab company – a subsidiary of OAO RZD.
– What is the strategy of this company’s development?
– The future of the company is directly bound up with that of foreign economic activity and international railway transportation in Russia. I think that the trends of the last few years let us make a rather optimistic forecast in this sector. Also, we may note the following promising developments: the growing range of services (including consulting services) in customs registration and cargo transportation, confirmation of actual removal of export goods from the country and, of course, improvements in quality.
Further development of the company’s regional network is to embrace the whole network of RZD: introducing modern customs technologies, such as preliminary informing, electronic declaring of goods and logistics technologies (“Just-in-time”, “Requirements/resource planning”, “Demand-driven Logistics”, “Time-based Logistics”, “Integrated Supply Chain Management”, “E- Logistics”, etc.).
OAO RZD pays special attention to the activities of OOO CBC as the organiser of customs registration for high-speed route trains and also improvement of services provided in bonded warehouses and customs control zones owned by OAO RZD.
We plan to introduce preliminary informing on the incoming and export flows with the Baltic states, Finland, China, Kazakhstan, Ukraine and others. So, to organise preliminary informing, the company is going to develop existing representative offices and make new ones in neighbouring countries.
“We see common purposes and problems”
– Did the OOO CBC have any problems when it interacted with customs?
– Certainly, different everyday problems appeared from time to time – it’s inevitable when you make customs-broker operations. The main thing is that we understand that we are linked to customs officials by a common purpose. Particularly, it is very important for one of our latest projects – simplified customs registration of container trains for large participants in foreign economic activity.
Interaction with customs officials is based on the strict following of the law during customs registration of incoming and outgoing cargo flows on the railways.
– What difficulties did OAO RZD have in organising cooperation with OOO CBC?
– Nothing serious. We completely understand each other and work together fine, from OAO RZD’s top managers down to its employees. Certainly we were afraid of emergency situations in the intermediate stage, when representatives of OAO RZD on boundary posts were changing and subdivisions of OOO CBC started to work on the boundary posts. But I must say that, even then, there were no failures in the transport process.
– What would you like to improve in the process of working on railway boundary posts?
– I’d like the processes of equipping and technically renovating railroad stations to be completed faster. Especially concerning the loading and inspecting of facilities, taking into account the increasing flows of container trains and “containerisation” of transportation. And, in the framework of interaction with customs officials, I would like to speed up the processes of cargo passing and transfer customs control from the border to destination stations. The most important thing is to keep a high level of safety and defend Russian economic interests.
– How does OOO CBC interact with foreign trade participants?
– Interacting with foreign participants, OOO CBC tries to stay on mutually beneficial partnership terms. A broker does his best to find a personal approach to every participant and tries to fulfil their needs for high-quality services.
The company has to work in conditions of strong competition on the market. That’s why improvement of service quality while keeping client-friendly prices has become the most important part of the “struggle for clients”.
I’ve got a message for every potential client or partner: first of all, use all the potential of railroads for international traffic. Let’s begin to work and then we’ll be able to estimate our results and prospects.
“Less customs examinations and better quality”
– What can you tell us about implementation of advanced informing and declaring technologies?
– Introduction and development of prospective customs-broker technologies is one of the key targets of our company. All the actions and plans concerning it correspond with the appropriate measures of the Federal Customs Service.
One of the most important actions now is creating a system of preliminary informing about cargoes transported by railways. Oktyabrskaya and Zabaykalskaya railroads will be the first to introduce it.
– How long does the process of customs inspection last now and how much time will it take in the future?
– Firstly, the location of a customs inspection is very important: is it on a boundary or internal? Objectively, boundary customs inspections are quicker. Secondly, the time taken for customs inspections mostly depend on the volume of cargo, aims of inspection and its level. I think we need to strive for shortening the time as well as optimising the number of customs inspections.
In fact, customs inspection must take as much time as is necessary to serve the state’s interests. Tools such as an effective customs risk control system and advanced technologies for cargo and transport inspections (using inspection complexes) will help to choose the targets for inspection.
– What do you think the prospects are of putting the single CIM/SMGS consignment note into operation?
– Using the single consignment note will help reduce the time taken for customs inspections significantly. It will simplify customs procedures on the border. I think that smaller document turnover and removal of the need to “re-legalise” documents on the border might create a great opportunity to introduce a single consignment note and, therefore, to integrate countries into a single railway system.
By Stanislav Russkov
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The throughput of OAO RZD grew by 4.8% in 2008. Transportation distance increased by 2.2%, while loading volume fell by 3%.Array
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[DETAIL_TEXT] => Production: the Dynamics Are Still Negative
The forecasted 4.7% industrial production growth index in Russia was not achieved in 2008. On the other hand, Russian Federal Statistics Service made this optimistic forecast before the crisis impacted the real economy. In early 2008, analysts were quite sure about the positive development of the situation and hardly anyone could think about such an end to the year. The world crisis hit the industry in Russia badly and industrial production grew only 2.1% year-on-year.
The first signs of the future radical changes in the industry appeared in October, and already in December the decline amounted to 10.3% year-on-year. In the second half of 2008, there was a significant decrease in demand, production capacities and business activity in almost all sectors of the real economy. The situation in metallurgical, mineral resource and building industries was also negative.
The share of unprofitable enterprises in processing industries grew by 25%. The prices of producers for processing enterprises fell by 6.5% in December. According to the Ministry of Industry and Trade, a significant reduction in prices took place in coke and oil products manufacturing, chemical and metallurgical industries (more than 80%), and production of finished metal goods (to 91.8%). Experts have already started to find the beginning of a non-payment crisis in enterprises working in the construction sector. The fall in industrial production is expected to continue in 2009, which will destroys investors’ confidence. The European Bank of Reconstruction and Development (the EBRD) has already revised its forecast of Russian GDP in 2009 and reduced it three-fold to 1%. As for last year, the EBRD estimated GDP at 6.5%, while the Ministry of Economic Development considers it amounted to approximately 6%.
Countdown Has Started
The crisis influenced the transport sector and, in particular, OAO RZD and its production and financial results. Specialists at OAO RZD’s Centre of Transport Service say that, in spite of the good figures at the beginning of the year, the dynamics of loading on the railway network suddenly slowed down in the last months of 2008. In the first and second quarters of 2008, the loading volume grew by 5.3% and 0.7% year-on-year respectively, while it started to reduce in the third quarter (-0.3%), and in the fourth quarter the loading volume fell by 16.9% because a number of cargo-producing enterprises turned down transportation. Meanwhile, the monthly reduction was becoming larger and larger: in October the decline was 4.4%, in November 20.1% and in December 26.3%.
Naturally, it couldn’t help but influence the annual results. In 2008, 1,303 million tons was loaded, 3% down in comparison with 2007. I class cargo-loading volumes fell by 8.5%, those of second and the third classes declined by 1% and 15.3% respectively. Due to the lack of credit and insolvency of consumers, the reduction in loading volume of almost all cargoes was envisaged when forming the plan for Q4 of 2008. The results of the past year show that the most significant decline in loading volumes was in ferrous metals, iron ore, timber and construction materials among others.
In the words of Sergey Kolesnikov, the First Deputy Director General of OAO RZD’s Centre of Transport Service, a 16.1% reduction of timber processing production took place due to a toughening of standards by the Federal Service for Veterinary and Phytosanitary Supervision (Rosselhoznadzor), and a change in the order of phytosanitary certificate registration. “That is why they are given after an inspector of Rosselhoznadzor has examined the cargo in a wagon. This technology has caused the sharp decline in the volume of timber given by consignors for transportation. The increase in export dues influenced timber loading negatively as well. It was targeted at the reduction of log exports,” emphasised Mr Kolesnikov.
The decline of cement loading and construction cargoes by 13.1% and 1.8% respectively was caused by consumer insolvency and a sudden fall in construction rates throughout the country. Ore demand from metallurgists, who have suffered in the crisis, fell while the decline of prices for ferrous metallurgy production made for the significant 7.2% decline in iron ore loading volumes and the 5.4% fall in ferrous metals. As for the latter, the overstocking of external and domestic markets influenced the process of price formation negatively. The loading volume of the following cargoes also fell: metal scrap (-8.4%), fertilisers (-6.7%), chemicals (-7.9%).
Export, Import And Transit: Not Always Successful
Exports fell by 4.6%, while imports grew by 14%. It is worth noting that the volume of port-bound foreign trade flows reduced by 1.5%, and the volume of cargoes carried via onland border crossings decreased by 0.5%.
Export of such cargoes as ferrous metals, fertilisers, ore and chemicals dropped. Grain was the “leader” in this category – its volume fell by 47% year-on-year.
Analysing transportation of foreign trade cargo via the ports of Russia, the CIS and the Baltic states, one can see that their volume decreased by 0.3% in comparison with 2007. Thus, the ports handled 282.3 million tons. The volume of freight flow to the Baltic and Russian ports fell by 2% year-on-year.
Traditionally, the leaders servicing almost a half of the total export flow are the ports of the North-Western basin. Last year, they handled 79.2 million tons of export freight, 4% less than in 2007. Russia’s southern ports, via which 30% of export cargo is transported, lost a similar volume. Meanwhile, the loading volume of export cargoes for transportation via the Far Eastern ports grew by 6% to 40.6 million tons (24% of export cargoes carried via Russian ports).
The intensification of import freight flows caused an 18% growth of import cargo transportation via Russian, CIS, and Baltic ports. Its volume amounted to 15.3 million tons. In Ukrainian ports the loading volume of imports destined for Russian consignees grew by 58%.
Last year, the share of transit amounted to 2.1% and its volume increased by 12.4% year-on-year. Specialists at OAO RZD think that this is due to transportation of coal, coke, oil bulk, ore, timber, construction materials and fertilisers. Meanwhile, the transit transportation of ferrous metals and cereals fell slightly.
Transportation of transit cargoes via Russian, CIS, and Baltic ports also increased. The ports handled 16 million tons of such freight, 10% up year-on-year. However, the Baltic ports handled 12% less transit than in 2007.
There Is Less Freight But Traffic Jams Remain The Same
In 2008, a number of ports failed to unload wagons with export cargoes regularly, which caused traffic jams at the railway approaches.
Unfavourable weather conditions, late fleet arrival and overloaded warehouses caused slower unloading of wagons with export cargoes: in 2008 this figure fell by 3% to 4,893 wagons daily or 71% of the ports’ handling capacity. On average in 2008, the number of wagons loaded with export freight at port railways grew by 311 railcars daily in comparison with 2007, amounting to 17,600 units. Moreover, the number of wagons waiting to be unloaded in the ports exceeded the average by 4,600 units.
The number of idling trains destined for port stations increased immensely. In 2007, the figure was 35 trains daily, while in 2008 it was 55. To avoid prolonged wagon idling, a total of 1,426 days of conventional restrictions on export freight loading for transportation to Russian, CIS and Baltic ports was announced in 2008.
No More Wagons Are Needed
The decline in freight transportation volumes became a sort of blood-letting for railway operators and rolling stock owners. Non-official statements by market players that smaller owners of rolling stock were starting to get rid of wagons have been proved by the figures. According to OAO RZD, the private rolling stock park grew by 13%, while the number of freight wagon owners fell by 1.1% in comparison with the number registered on January 1, 2008.
The results of 2008 show that the total Russian cargo railcar park increased. On January 1, 2009, it amounted to more than one million wagons (up 3.9%). Simultaneously, the share of OAO RZD has become smaller. Now it is 40.2% of the total railcar park, or 404,200 wagons.
To compensate for the impact of the crisis, the state took a number of measures – from bank sector support to tax privileges. One such measure was the increase of tariffs on railway cargo transportation, which will grow by 8% instead of the 18.7% forecasted earlier. In addition, since January 1 the tariffs grew by 5% only, with OAO RZD compensated for the revenue gap of RUR 50 billion from the federal budget. At the same time, specialists at OAO RZD speak about minimisation of losses and getting back to normal work and development in accordance with the adopted strategy. Meanwhile, railwaymen don’t think that will be easy or that the freight flow will grow any time soon.
By Tatyana Ovcharova
[~DETAIL_TEXT] => Production: the Dynamics Are Still Negative
The forecasted 4.7% industrial production growth index in Russia was not achieved in 2008. On the other hand, Russian Federal Statistics Service made this optimistic forecast before the crisis impacted the real economy. In early 2008, analysts were quite sure about the positive development of the situation and hardly anyone could think about such an end to the year. The world crisis hit the industry in Russia badly and industrial production grew only 2.1% year-on-year.
The first signs of the future radical changes in the industry appeared in October, and already in December the decline amounted to 10.3% year-on-year. In the second half of 2008, there was a significant decrease in demand, production capacities and business activity in almost all sectors of the real economy. The situation in metallurgical, mineral resource and building industries was also negative.
The share of unprofitable enterprises in processing industries grew by 25%. The prices of producers for processing enterprises fell by 6.5% in December. According to the Ministry of Industry and Trade, a significant reduction in prices took place in coke and oil products manufacturing, chemical and metallurgical industries (more than 80%), and production of finished metal goods (to 91.8%). Experts have already started to find the beginning of a non-payment crisis in enterprises working in the construction sector. The fall in industrial production is expected to continue in 2009, which will destroys investors’ confidence. The European Bank of Reconstruction and Development (the EBRD) has already revised its forecast of Russian GDP in 2009 and reduced it three-fold to 1%. As for last year, the EBRD estimated GDP at 6.5%, while the Ministry of Economic Development considers it amounted to approximately 6%.
Countdown Has Started
The crisis influenced the transport sector and, in particular, OAO RZD and its production and financial results. Specialists at OAO RZD’s Centre of Transport Service say that, in spite of the good figures at the beginning of the year, the dynamics of loading on the railway network suddenly slowed down in the last months of 2008. In the first and second quarters of 2008, the loading volume grew by 5.3% and 0.7% year-on-year respectively, while it started to reduce in the third quarter (-0.3%), and in the fourth quarter the loading volume fell by 16.9% because a number of cargo-producing enterprises turned down transportation. Meanwhile, the monthly reduction was becoming larger and larger: in October the decline was 4.4%, in November 20.1% and in December 26.3%.
Naturally, it couldn’t help but influence the annual results. In 2008, 1,303 million tons was loaded, 3% down in comparison with 2007. I class cargo-loading volumes fell by 8.5%, those of second and the third classes declined by 1% and 15.3% respectively. Due to the lack of credit and insolvency of consumers, the reduction in loading volume of almost all cargoes was envisaged when forming the plan for Q4 of 2008. The results of the past year show that the most significant decline in loading volumes was in ferrous metals, iron ore, timber and construction materials among others.
In the words of Sergey Kolesnikov, the First Deputy Director General of OAO RZD’s Centre of Transport Service, a 16.1% reduction of timber processing production took place due to a toughening of standards by the Federal Service for Veterinary and Phytosanitary Supervision (Rosselhoznadzor), and a change in the order of phytosanitary certificate registration. “That is why they are given after an inspector of Rosselhoznadzor has examined the cargo in a wagon. This technology has caused the sharp decline in the volume of timber given by consignors for transportation. The increase in export dues influenced timber loading negatively as well. It was targeted at the reduction of log exports,” emphasised Mr Kolesnikov.
The decline of cement loading and construction cargoes by 13.1% and 1.8% respectively was caused by consumer insolvency and a sudden fall in construction rates throughout the country. Ore demand from metallurgists, who have suffered in the crisis, fell while the decline of prices for ferrous metallurgy production made for the significant 7.2% decline in iron ore loading volumes and the 5.4% fall in ferrous metals. As for the latter, the overstocking of external and domestic markets influenced the process of price formation negatively. The loading volume of the following cargoes also fell: metal scrap (-8.4%), fertilisers (-6.7%), chemicals (-7.9%).
Export, Import And Transit: Not Always Successful
Exports fell by 4.6%, while imports grew by 14%. It is worth noting that the volume of port-bound foreign trade flows reduced by 1.5%, and the volume of cargoes carried via onland border crossings decreased by 0.5%.
Export of such cargoes as ferrous metals, fertilisers, ore and chemicals dropped. Grain was the “leader” in this category – its volume fell by 47% year-on-year.
Analysing transportation of foreign trade cargo via the ports of Russia, the CIS and the Baltic states, one can see that their volume decreased by 0.3% in comparison with 2007. Thus, the ports handled 282.3 million tons. The volume of freight flow to the Baltic and Russian ports fell by 2% year-on-year.
Traditionally, the leaders servicing almost a half of the total export flow are the ports of the North-Western basin. Last year, they handled 79.2 million tons of export freight, 4% less than in 2007. Russia’s southern ports, via which 30% of export cargo is transported, lost a similar volume. Meanwhile, the loading volume of export cargoes for transportation via the Far Eastern ports grew by 6% to 40.6 million tons (24% of export cargoes carried via Russian ports).
The intensification of import freight flows caused an 18% growth of import cargo transportation via Russian, CIS, and Baltic ports. Its volume amounted to 15.3 million tons. In Ukrainian ports the loading volume of imports destined for Russian consignees grew by 58%.
Last year, the share of transit amounted to 2.1% and its volume increased by 12.4% year-on-year. Specialists at OAO RZD think that this is due to transportation of coal, coke, oil bulk, ore, timber, construction materials and fertilisers. Meanwhile, the transit transportation of ferrous metals and cereals fell slightly.
Transportation of transit cargoes via Russian, CIS, and Baltic ports also increased. The ports handled 16 million tons of such freight, 10% up year-on-year. However, the Baltic ports handled 12% less transit than in 2007.
There Is Less Freight But Traffic Jams Remain The Same
In 2008, a number of ports failed to unload wagons with export cargoes regularly, which caused traffic jams at the railway approaches.
Unfavourable weather conditions, late fleet arrival and overloaded warehouses caused slower unloading of wagons with export cargoes: in 2008 this figure fell by 3% to 4,893 wagons daily or 71% of the ports’ handling capacity. On average in 2008, the number of wagons loaded with export freight at port railways grew by 311 railcars daily in comparison with 2007, amounting to 17,600 units. Moreover, the number of wagons waiting to be unloaded in the ports exceeded the average by 4,600 units.
The number of idling trains destined for port stations increased immensely. In 2007, the figure was 35 trains daily, while in 2008 it was 55. To avoid prolonged wagon idling, a total of 1,426 days of conventional restrictions on export freight loading for transportation to Russian, CIS and Baltic ports was announced in 2008.
No More Wagons Are Needed
The decline in freight transportation volumes became a sort of blood-letting for railway operators and rolling stock owners. Non-official statements by market players that smaller owners of rolling stock were starting to get rid of wagons have been proved by the figures. According to OAO RZD, the private rolling stock park grew by 13%, while the number of freight wagon owners fell by 1.1% in comparison with the number registered on January 1, 2008.
The results of 2008 show that the total Russian cargo railcar park increased. On January 1, 2009, it amounted to more than one million wagons (up 3.9%). Simultaneously, the share of OAO RZD has become smaller. Now it is 40.2% of the total railcar park, or 404,200 wagons.
To compensate for the impact of the crisis, the state took a number of measures – from bank sector support to tax privileges. One such measure was the increase of tariffs on railway cargo transportation, which will grow by 8% instead of the 18.7% forecasted earlier. In addition, since January 1 the tariffs grew by 5% only, with OAO RZD compensated for the revenue gap of RUR 50 billion from the federal budget. At the same time, specialists at OAO RZD speak about minimisation of losses and getting back to normal work and development in accordance with the adopted strategy. Meanwhile, railwaymen don’t think that will be easy or that the freight flow will grow any time soon.
By Tatyana Ovcharova
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[DETAIL_TEXT] => Production: the Dynamics Are Still Negative
The forecasted 4.7% industrial production growth index in Russia was not achieved in 2008. On the other hand, Russian Federal Statistics Service made this optimistic forecast before the crisis impacted the real economy. In early 2008, analysts were quite sure about the positive development of the situation and hardly anyone could think about such an end to the year. The world crisis hit the industry in Russia badly and industrial production grew only 2.1% year-on-year.
The first signs of the future radical changes in the industry appeared in October, and already in December the decline amounted to 10.3% year-on-year. In the second half of 2008, there was a significant decrease in demand, production capacities and business activity in almost all sectors of the real economy. The situation in metallurgical, mineral resource and building industries was also negative.
The share of unprofitable enterprises in processing industries grew by 25%. The prices of producers for processing enterprises fell by 6.5% in December. According to the Ministry of Industry and Trade, a significant reduction in prices took place in coke and oil products manufacturing, chemical and metallurgical industries (more than 80%), and production of finished metal goods (to 91.8%). Experts have already started to find the beginning of a non-payment crisis in enterprises working in the construction sector. The fall in industrial production is expected to continue in 2009, which will destroys investors’ confidence. The European Bank of Reconstruction and Development (the EBRD) has already revised its forecast of Russian GDP in 2009 and reduced it three-fold to 1%. As for last year, the EBRD estimated GDP at 6.5%, while the Ministry of Economic Development considers it amounted to approximately 6%.
Countdown Has Started
The crisis influenced the transport sector and, in particular, OAO RZD and its production and financial results. Specialists at OAO RZD’s Centre of Transport Service say that, in spite of the good figures at the beginning of the year, the dynamics of loading on the railway network suddenly slowed down in the last months of 2008. In the first and second quarters of 2008, the loading volume grew by 5.3% and 0.7% year-on-year respectively, while it started to reduce in the third quarter (-0.3%), and in the fourth quarter the loading volume fell by 16.9% because a number of cargo-producing enterprises turned down transportation. Meanwhile, the monthly reduction was becoming larger and larger: in October the decline was 4.4%, in November 20.1% and in December 26.3%.
Naturally, it couldn’t help but influence the annual results. In 2008, 1,303 million tons was loaded, 3% down in comparison with 2007. I class cargo-loading volumes fell by 8.5%, those of second and the third classes declined by 1% and 15.3% respectively. Due to the lack of credit and insolvency of consumers, the reduction in loading volume of almost all cargoes was envisaged when forming the plan for Q4 of 2008. The results of the past year show that the most significant decline in loading volumes was in ferrous metals, iron ore, timber and construction materials among others.
In the words of Sergey Kolesnikov, the First Deputy Director General of OAO RZD’s Centre of Transport Service, a 16.1% reduction of timber processing production took place due to a toughening of standards by the Federal Service for Veterinary and Phytosanitary Supervision (Rosselhoznadzor), and a change in the order of phytosanitary certificate registration. “That is why they are given after an inspector of Rosselhoznadzor has examined the cargo in a wagon. This technology has caused the sharp decline in the volume of timber given by consignors for transportation. The increase in export dues influenced timber loading negatively as well. It was targeted at the reduction of log exports,” emphasised Mr Kolesnikov.
The decline of cement loading and construction cargoes by 13.1% and 1.8% respectively was caused by consumer insolvency and a sudden fall in construction rates throughout the country. Ore demand from metallurgists, who have suffered in the crisis, fell while the decline of prices for ferrous metallurgy production made for the significant 7.2% decline in iron ore loading volumes and the 5.4% fall in ferrous metals. As for the latter, the overstocking of external and domestic markets influenced the process of price formation negatively. The loading volume of the following cargoes also fell: metal scrap (-8.4%), fertilisers (-6.7%), chemicals (-7.9%).
Export, Import And Transit: Not Always Successful
Exports fell by 4.6%, while imports grew by 14%. It is worth noting that the volume of port-bound foreign trade flows reduced by 1.5%, and the volume of cargoes carried via onland border crossings decreased by 0.5%.
Export of such cargoes as ferrous metals, fertilisers, ore and chemicals dropped. Grain was the “leader” in this category – its volume fell by 47% year-on-year.
Analysing transportation of foreign trade cargo via the ports of Russia, the CIS and the Baltic states, one can see that their volume decreased by 0.3% in comparison with 2007. Thus, the ports handled 282.3 million tons. The volume of freight flow to the Baltic and Russian ports fell by 2% year-on-year.
Traditionally, the leaders servicing almost a half of the total export flow are the ports of the North-Western basin. Last year, they handled 79.2 million tons of export freight, 4% less than in 2007. Russia’s southern ports, via which 30% of export cargo is transported, lost a similar volume. Meanwhile, the loading volume of export cargoes for transportation via the Far Eastern ports grew by 6% to 40.6 million tons (24% of export cargoes carried via Russian ports).
The intensification of import freight flows caused an 18% growth of import cargo transportation via Russian, CIS, and Baltic ports. Its volume amounted to 15.3 million tons. In Ukrainian ports the loading volume of imports destined for Russian consignees grew by 58%.
Last year, the share of transit amounted to 2.1% and its volume increased by 12.4% year-on-year. Specialists at OAO RZD think that this is due to transportation of coal, coke, oil bulk, ore, timber, construction materials and fertilisers. Meanwhile, the transit transportation of ferrous metals and cereals fell slightly.
Transportation of transit cargoes via Russian, CIS, and Baltic ports also increased. The ports handled 16 million tons of such freight, 10% up year-on-year. However, the Baltic ports handled 12% less transit than in 2007.
There Is Less Freight But Traffic Jams Remain The Same
In 2008, a number of ports failed to unload wagons with export cargoes regularly, which caused traffic jams at the railway approaches.
Unfavourable weather conditions, late fleet arrival and overloaded warehouses caused slower unloading of wagons with export cargoes: in 2008 this figure fell by 3% to 4,893 wagons daily or 71% of the ports’ handling capacity. On average in 2008, the number of wagons loaded with export freight at port railways grew by 311 railcars daily in comparison with 2007, amounting to 17,600 units. Moreover, the number of wagons waiting to be unloaded in the ports exceeded the average by 4,600 units.
The number of idling trains destined for port stations increased immensely. In 2007, the figure was 35 trains daily, while in 2008 it was 55. To avoid prolonged wagon idling, a total of 1,426 days of conventional restrictions on export freight loading for transportation to Russian, CIS and Baltic ports was announced in 2008.
No More Wagons Are Needed
The decline in freight transportation volumes became a sort of blood-letting for railway operators and rolling stock owners. Non-official statements by market players that smaller owners of rolling stock were starting to get rid of wagons have been proved by the figures. According to OAO RZD, the private rolling stock park grew by 13%, while the number of freight wagon owners fell by 1.1% in comparison with the number registered on January 1, 2008.
The results of 2008 show that the total Russian cargo railcar park increased. On January 1, 2009, it amounted to more than one million wagons (up 3.9%). Simultaneously, the share of OAO RZD has become smaller. Now it is 40.2% of the total railcar park, or 404,200 wagons.
To compensate for the impact of the crisis, the state took a number of measures – from bank sector support to tax privileges. One such measure was the increase of tariffs on railway cargo transportation, which will grow by 8% instead of the 18.7% forecasted earlier. In addition, since January 1 the tariffs grew by 5% only, with OAO RZD compensated for the revenue gap of RUR 50 billion from the federal budget. At the same time, specialists at OAO RZD speak about minimisation of losses and getting back to normal work and development in accordance with the adopted strategy. Meanwhile, railwaymen don’t think that will be easy or that the freight flow will grow any time soon.
By Tatyana Ovcharova
[~DETAIL_TEXT] => Production: the Dynamics Are Still Negative
The forecasted 4.7% industrial production growth index in Russia was not achieved in 2008. On the other hand, Russian Federal Statistics Service made this optimistic forecast before the crisis impacted the real economy. In early 2008, analysts were quite sure about the positive development of the situation and hardly anyone could think about such an end to the year. The world crisis hit the industry in Russia badly and industrial production grew only 2.1% year-on-year.
The first signs of the future radical changes in the industry appeared in October, and already in December the decline amounted to 10.3% year-on-year. In the second half of 2008, there was a significant decrease in demand, production capacities and business activity in almost all sectors of the real economy. The situation in metallurgical, mineral resource and building industries was also negative.
The share of unprofitable enterprises in processing industries grew by 25%. The prices of producers for processing enterprises fell by 6.5% in December. According to the Ministry of Industry and Trade, a significant reduction in prices took place in coke and oil products manufacturing, chemical and metallurgical industries (more than 80%), and production of finished metal goods (to 91.8%). Experts have already started to find the beginning of a non-payment crisis in enterprises working in the construction sector. The fall in industrial production is expected to continue in 2009, which will destroys investors’ confidence. The European Bank of Reconstruction and Development (the EBRD) has already revised its forecast of Russian GDP in 2009 and reduced it three-fold to 1%. As for last year, the EBRD estimated GDP at 6.5%, while the Ministry of Economic Development considers it amounted to approximately 6%.
Countdown Has Started
The crisis influenced the transport sector and, in particular, OAO RZD and its production and financial results. Specialists at OAO RZD’s Centre of Transport Service say that, in spite of the good figures at the beginning of the year, the dynamics of loading on the railway network suddenly slowed down in the last months of 2008. In the first and second quarters of 2008, the loading volume grew by 5.3% and 0.7% year-on-year respectively, while it started to reduce in the third quarter (-0.3%), and in the fourth quarter the loading volume fell by 16.9% because a number of cargo-producing enterprises turned down transportation. Meanwhile, the monthly reduction was becoming larger and larger: in October the decline was 4.4%, in November 20.1% and in December 26.3%.
Naturally, it couldn’t help but influence the annual results. In 2008, 1,303 million tons was loaded, 3% down in comparison with 2007. I class cargo-loading volumes fell by 8.5%, those of second and the third classes declined by 1% and 15.3% respectively. Due to the lack of credit and insolvency of consumers, the reduction in loading volume of almost all cargoes was envisaged when forming the plan for Q4 of 2008. The results of the past year show that the most significant decline in loading volumes was in ferrous metals, iron ore, timber and construction materials among others.
In the words of Sergey Kolesnikov, the First Deputy Director General of OAO RZD’s Centre of Transport Service, a 16.1% reduction of timber processing production took place due to a toughening of standards by the Federal Service for Veterinary and Phytosanitary Supervision (Rosselhoznadzor), and a change in the order of phytosanitary certificate registration. “That is why they are given after an inspector of Rosselhoznadzor has examined the cargo in a wagon. This technology has caused the sharp decline in the volume of timber given by consignors for transportation. The increase in export dues influenced timber loading negatively as well. It was targeted at the reduction of log exports,” emphasised Mr Kolesnikov.
The decline of cement loading and construction cargoes by 13.1% and 1.8% respectively was caused by consumer insolvency and a sudden fall in construction rates throughout the country. Ore demand from metallurgists, who have suffered in the crisis, fell while the decline of prices for ferrous metallurgy production made for the significant 7.2% decline in iron ore loading volumes and the 5.4% fall in ferrous metals. As for the latter, the overstocking of external and domestic markets influenced the process of price formation negatively. The loading volume of the following cargoes also fell: metal scrap (-8.4%), fertilisers (-6.7%), chemicals (-7.9%).
Export, Import And Transit: Not Always Successful
Exports fell by 4.6%, while imports grew by 14%. It is worth noting that the volume of port-bound foreign trade flows reduced by 1.5%, and the volume of cargoes carried via onland border crossings decreased by 0.5%.
Export of such cargoes as ferrous metals, fertilisers, ore and chemicals dropped. Grain was the “leader” in this category – its volume fell by 47% year-on-year.
Analysing transportation of foreign trade cargo via the ports of Russia, the CIS and the Baltic states, one can see that their volume decreased by 0.3% in comparison with 2007. Thus, the ports handled 282.3 million tons. The volume of freight flow to the Baltic and Russian ports fell by 2% year-on-year.
Traditionally, the leaders servicing almost a half of the total export flow are the ports of the North-Western basin. Last year, they handled 79.2 million tons of export freight, 4% less than in 2007. Russia’s southern ports, via which 30% of export cargo is transported, lost a similar volume. Meanwhile, the loading volume of export cargoes for transportation via the Far Eastern ports grew by 6% to 40.6 million tons (24% of export cargoes carried via Russian ports).
The intensification of import freight flows caused an 18% growth of import cargo transportation via Russian, CIS, and Baltic ports. Its volume amounted to 15.3 million tons. In Ukrainian ports the loading volume of imports destined for Russian consignees grew by 58%.
Last year, the share of transit amounted to 2.1% and its volume increased by 12.4% year-on-year. Specialists at OAO RZD think that this is due to transportation of coal, coke, oil bulk, ore, timber, construction materials and fertilisers. Meanwhile, the transit transportation of ferrous metals and cereals fell slightly.
Transportation of transit cargoes via Russian, CIS, and Baltic ports also increased. The ports handled 16 million tons of such freight, 10% up year-on-year. However, the Baltic ports handled 12% less transit than in 2007.
There Is Less Freight But Traffic Jams Remain The Same
In 2008, a number of ports failed to unload wagons with export cargoes regularly, which caused traffic jams at the railway approaches.
Unfavourable weather conditions, late fleet arrival and overloaded warehouses caused slower unloading of wagons with export cargoes: in 2008 this figure fell by 3% to 4,893 wagons daily or 71% of the ports’ handling capacity. On average in 2008, the number of wagons loaded with export freight at port railways grew by 311 railcars daily in comparison with 2007, amounting to 17,600 units. Moreover, the number of wagons waiting to be unloaded in the ports exceeded the average by 4,600 units.
The number of idling trains destined for port stations increased immensely. In 2007, the figure was 35 trains daily, while in 2008 it was 55. To avoid prolonged wagon idling, a total of 1,426 days of conventional restrictions on export freight loading for transportation to Russian, CIS and Baltic ports was announced in 2008.
No More Wagons Are Needed
The decline in freight transportation volumes became a sort of blood-letting for railway operators and rolling stock owners. Non-official statements by market players that smaller owners of rolling stock were starting to get rid of wagons have been proved by the figures. According to OAO RZD, the private rolling stock park grew by 13%, while the number of freight wagon owners fell by 1.1% in comparison with the number registered on January 1, 2008.
The results of 2008 show that the total Russian cargo railcar park increased. On January 1, 2009, it amounted to more than one million wagons (up 3.9%). Simultaneously, the share of OAO RZD has become smaller. Now it is 40.2% of the total railcar park, or 404,200 wagons.
To compensate for the impact of the crisis, the state took a number of measures – from bank sector support to tax privileges. One such measure was the increase of tariffs on railway cargo transportation, which will grow by 8% instead of the 18.7% forecasted earlier. In addition, since January 1 the tariffs grew by 5% only, with OAO RZD compensated for the revenue gap of RUR 50 billion from the federal budget. At the same time, specialists at OAO RZD speak about minimisation of losses and getting back to normal work and development in accordance with the adopted strategy. Meanwhile, railwaymen don’t think that will be easy or that the freight flow will grow any time soon.
By Tatyana Ovcharova
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[DETAIL_TEXT] => TransContainer and Belintertrans Will Cooperate
On February 2, 2009, in Minsk, representatives of OAO TransContainer and Belintertrans, affiliate and official forwarder of Byelorussian railway, signed a cooperation agreement.
According to this agreement, Belintertrans will organise transportation of TransContainer’s loaded and empty platforms and containers within Belarus and promote their efficient utilisation.
The agreement was signed after a meeting that focused on the determination of a container-fitting freight base within Belarus and beyond, promotion of forwarding services with the use of OAO TransContainer fleet and calculation of tariffs for container freight transportation between Russia and Belarus.
According to Petr Baskakov, TransContainer General Director, both parties have revised the status of OAO TransContainer’s rolling stock so that now its container flat wagons will be regarded as private rather than public stock in Belarus. “This decision will help eliminate shortage of rolling stock in Belarus,” says Mr Baskakov.
Belintertrans will organise transportation of TransContainer’s loaded and empty flat wagons and containers in Belarus, including transit traffic, and use the company’s fleet to meet its clients’ needs. “Our partners will monitor the state of our fleet and put it into repair if necessary,” Mr Baskakov stressed.
The cooperation between OAO TransContainer and Belintertrans will contribute to railway freight transportation and bundled service development in Belarus and Russia as well as to container traffic between EU and Asia Pacific regions.
Transgarant Summed Up Results
Russian rolling stock operator Transgarant, incorporated into FESCO transport group, summed up its operational results of 2008.
In 2008, the turnover of freight carried by Transgarant and its subsidiaries amounted to 34.6 billion tonne-kilometres, 8.1% up year-on-year.
The total transportation volume grew by 17.3% to 24.8 million tons. Transgarant increased transportation of coal (+70%), cement (+170%) and construction materials (+80%). These cargoes made up approximately half of the company’s total loading volume. Last year, transportation of ore and metals (30% of the company’s loading volume) fell by 10%.
In 2008, Transgarant carried 58,600 TEU, a five-fold increase year-on-year.
PRISCO: 2008 Was a Success
PRISCO ships delivered 14.43 million tons of liquid bulk in 2008.
Most of this was export transportation and transportation between overseas ports. More than 40 per cent, or 5.898 million tons, was used for Sakhalin oil transportation projects. In comparison with 2007, the volume of cargo delivered by PRISCO to this destination increased by 88%.
In 2008, four new vessels were added to the PRISCO fleet: two 104,000-ton dwt. tankers and the same number of 51,000-ton dwt. vessels. Also, the latter are the first vessels in the world with Winterization D -25 symbol, which shows that all compartments, systems and equipment of tankers are designed for work in outside temperatures as low as -25°С. In 2009, seven more vessels of different deadweights are to be delivered to PRISCO, thus, the total deadweight of the company’s fleet will increase by 500,000 tons.
Today, PRISCO’s fleet consists of 16 modern tankers with a total deadweight of 1.51 million tons and an average age of four years. Eleven of them are large-capacity vessels with a deadweight exceeding 100,000 tons.
Russian Railways Establish A Special Subdivision for Terminals Development
The development of OAO RZD’s terminal network will be carried out by a new special subdivision – the Centre for Terminals Development.
The target of the Centre’s establishment is to define the location of the basic freight terminals of OAO RZD and the stations, where the existing capacities will be modernised.
Specialists of OAO RZD believe that the launch of the new subdivision will speed up the development of OAO RZD’s single policy in the company’s transport and logistic activity.
Later, the company’s management will decide on the form of this subdivision – it will be either a subdivision of one of OAO RZD’s departments or the company’s affiliate. Simultaneously, the Directorate for Terminal and Logistic Activity of OAO RZD is being developed. It will function as an operator of the company’s terminals, which are being either built or designed.
New cargo terminals of OAO RZD will have similar equipment and use similar logistics technologies and, as a result, a single terminal structure will be created.
Nowadays, specialists at OAO RZD have developed seven feasibility studies for potential new terminal projects. They envisage creation of new, large, multimodal terminals in Kaliningrad, Krasnodar, Nizhny Novgorod, Novosibirsk, Samara, Rostov-on-Don, and Moscow.
Ukrzaliznytsya May Turn into a State Enterprise
There are plans to reorganize Ukrzaliznytsya into a state enterprise before the end of 2009, said Joseph Vinsky, Ukrainian Minister of Transport and Communications.
In his words, in future this enterprise is to turn into a state joint-stock company. According to Mr Vinsky, the Transport Ministry developed approximately 70 investment projects estimated at 215 million hryvnias (EUR 19.98 billion).
Mr Vinsky said that it is planned to build six motorways by attracting concessionaires. And in 2009, five motorways, constructed at the state’s expense, are to be put into operation: Kiev – Kovel – Yagotin – Kipty – Glukhov – Bachevsk, Kharkov – Pereschepino, Kiev – Odessa, Kiev – Kharkov – Dovzhansky.
RZD, AvtoVAZ and RailTransAuto Signed Contract on Vehicle Shipment
A trilateral contract of intentions was signed on January 26, 2009, to develop the shipment of AvtoVAZ-made cars by rail. The contract was signed by the President of Russian Railways (RZD) Vladimir Yakunin, the President of AvtoVAZ Boris Aleshin and the Deputy Chairman of RailTransAuto (RTA) Maksim Liksutov at a meeting attended by Mr Sergey Chemezov, the General Director of Rostekhnologii and Chairman of Engineering Workers Guild of Russia.
The contract envisages that the 0.37 rate will be applied against Tariff Regulation № 10-01 established by Federal Tariff Service for 2009 for the shipment of AvtoVAZ products for a distance of 1,000-3,000 km using domestic services. RZD, in its turn, will accrue and collect the carriage charges for the cargo shipment using exceptional rates in accordance with the order of the Federal Tariff Service, arrange acceptance of wagons with cars at railway terminals and provide their unloading and storage. RTA will provide the rolling stock for planned regular transportation of cars by rail, and provide terminal and other logistics infrastructure to handle the cargo flow of the Russian car-maker. AvtoVAZ will increase the cargo shipment by rail to 350,000 cars annually.
Tajikistan Plans to Build A New Railway Line
Tajikistan Railways is going to start the construction of a railway line Vakhdat-Yavan. The project is estimated at USD 125 million.
Vakhdat is located 15 km away to the south from Dushanbe, and it has railway communication with the Republic’s capital. Yavan lies 50 km away to the south-east from Dushanbe, and it is not connected to a railway network.
The Tajikistan Railway plans to start carrying out the 46 km-long Vakhdat-Yavan railway construction project in September 2009. Initially, the company will realise it using its own resources, and later an external investor may be attracted. A tender will be announced to find contractors.
In the opinion of the management of the Tajikistan Railway, another prospective project is the construction of a Kolhozobad – Nizhny Pyandzh railway. It will connect Tajikistan and Afghanistan with the centre of the Republic. Construction of a small line on the territory of Afghanistan will allow it to join the railways of Iran, Afghanistan and Tajikistan.
EBRD Lends USD 130 Million to OAO The First Cargo Company
The European Bank for Reconstruction and Development lent USD 130 million to OAO The First Cargo Company (JSC Freight One), a subsidiary of Russian Railways, to fund the renovation of its rail fleet in order to boost the major freight operator’s productivity.
The ten-year loan provides key backing for the continuing reform of Russia’s railway system at a time when financial markets are in turmoil and underlines the EBRD’s long-term commitment to this strategic sector of the Russian economy.
“The EBRD’s mission, particularly in such market conditions, is to support investments in key infrastructure renewal such as the one on which OAO The First Cargo Company is embarking as it starts to renovate its fleet of 200,000 railcars, one of the largest in Russia,” said the EBRD’s First Vice President, Varel Freeman.
“This transaction is extremely important for us, especially given the current world economic slowdown, as it demonstrates trust in Russia’s rail sector by international financial institutions and a high regard for the way our company runs its business,” said Alexey Taycher, First Deputy CEO and Chief Financial Officer of the Russian company.
Eesti Raudtee Divided
Estonian railway enterprise Eesti Raudtee completed its restructuring.
The Commercial Register of Estonian enterprises registered two new daughter enterprises of Eesti Raudtee – AS EVR Infra and AS EVR Cargo.
AS EVR Infra will specialise in infrastructure maintenance and AS EVR Cargo will service freight transportation.
[~DETAIL_TEXT] => TransContainer and Belintertrans Will Cooperate
On February 2, 2009, in Minsk, representatives of OAO TransContainer and Belintertrans, affiliate and official forwarder of Byelorussian railway, signed a cooperation agreement.
According to this agreement, Belintertrans will organise transportation of TransContainer’s loaded and empty platforms and containers within Belarus and promote their efficient utilisation.
The agreement was signed after a meeting that focused on the determination of a container-fitting freight base within Belarus and beyond, promotion of forwarding services with the use of OAO TransContainer fleet and calculation of tariffs for container freight transportation between Russia and Belarus.
According to Petr Baskakov, TransContainer General Director, both parties have revised the status of OAO TransContainer’s rolling stock so that now its container flat wagons will be regarded as private rather than public stock in Belarus. “This decision will help eliminate shortage of rolling stock in Belarus,” says Mr Baskakov.
Belintertrans will organise transportation of TransContainer’s loaded and empty flat wagons and containers in Belarus, including transit traffic, and use the company’s fleet to meet its clients’ needs. “Our partners will monitor the state of our fleet and put it into repair if necessary,” Mr Baskakov stressed.
The cooperation between OAO TransContainer and Belintertrans will contribute to railway freight transportation and bundled service development in Belarus and Russia as well as to container traffic between EU and Asia Pacific regions.
Transgarant Summed Up Results
Russian rolling stock operator Transgarant, incorporated into FESCO transport group, summed up its operational results of 2008.
In 2008, the turnover of freight carried by Transgarant and its subsidiaries amounted to 34.6 billion tonne-kilometres, 8.1% up year-on-year.
The total transportation volume grew by 17.3% to 24.8 million tons. Transgarant increased transportation of coal (+70%), cement (+170%) and construction materials (+80%). These cargoes made up approximately half of the company’s total loading volume. Last year, transportation of ore and metals (30% of the company’s loading volume) fell by 10%.
In 2008, Transgarant carried 58,600 TEU, a five-fold increase year-on-year.
PRISCO: 2008 Was a Success
PRISCO ships delivered 14.43 million tons of liquid bulk in 2008.
Most of this was export transportation and transportation between overseas ports. More than 40 per cent, or 5.898 million tons, was used for Sakhalin oil transportation projects. In comparison with 2007, the volume of cargo delivered by PRISCO to this destination increased by 88%.
In 2008, four new vessels were added to the PRISCO fleet: two 104,000-ton dwt. tankers and the same number of 51,000-ton dwt. vessels. Also, the latter are the first vessels in the world with Winterization D -25 symbol, which shows that all compartments, systems and equipment of tankers are designed for work in outside temperatures as low as -25°С. In 2009, seven more vessels of different deadweights are to be delivered to PRISCO, thus, the total deadweight of the company’s fleet will increase by 500,000 tons.
Today, PRISCO’s fleet consists of 16 modern tankers with a total deadweight of 1.51 million tons and an average age of four years. Eleven of them are large-capacity vessels with a deadweight exceeding 100,000 tons.
Russian Railways Establish A Special Subdivision for Terminals Development
The development of OAO RZD’s terminal network will be carried out by a new special subdivision – the Centre for Terminals Development.
The target of the Centre’s establishment is to define the location of the basic freight terminals of OAO RZD and the stations, where the existing capacities will be modernised.
Specialists of OAO RZD believe that the launch of the new subdivision will speed up the development of OAO RZD’s single policy in the company’s transport and logistic activity.
Later, the company’s management will decide on the form of this subdivision – it will be either a subdivision of one of OAO RZD’s departments or the company’s affiliate. Simultaneously, the Directorate for Terminal and Logistic Activity of OAO RZD is being developed. It will function as an operator of the company’s terminals, which are being either built or designed.
New cargo terminals of OAO RZD will have similar equipment and use similar logistics technologies and, as a result, a single terminal structure will be created.
Nowadays, specialists at OAO RZD have developed seven feasibility studies for potential new terminal projects. They envisage creation of new, large, multimodal terminals in Kaliningrad, Krasnodar, Nizhny Novgorod, Novosibirsk, Samara, Rostov-on-Don, and Moscow.
Ukrzaliznytsya May Turn into a State Enterprise
There are plans to reorganize Ukrzaliznytsya into a state enterprise before the end of 2009, said Joseph Vinsky, Ukrainian Minister of Transport and Communications.
In his words, in future this enterprise is to turn into a state joint-stock company. According to Mr Vinsky, the Transport Ministry developed approximately 70 investment projects estimated at 215 million hryvnias (EUR 19.98 billion).
Mr Vinsky said that it is planned to build six motorways by attracting concessionaires. And in 2009, five motorways, constructed at the state’s expense, are to be put into operation: Kiev – Kovel – Yagotin – Kipty – Glukhov – Bachevsk, Kharkov – Pereschepino, Kiev – Odessa, Kiev – Kharkov – Dovzhansky.
RZD, AvtoVAZ and RailTransAuto Signed Contract on Vehicle Shipment
A trilateral contract of intentions was signed on January 26, 2009, to develop the shipment of AvtoVAZ-made cars by rail. The contract was signed by the President of Russian Railways (RZD) Vladimir Yakunin, the President of AvtoVAZ Boris Aleshin and the Deputy Chairman of RailTransAuto (RTA) Maksim Liksutov at a meeting attended by Mr Sergey Chemezov, the General Director of Rostekhnologii and Chairman of Engineering Workers Guild of Russia.
The contract envisages that the 0.37 rate will be applied against Tariff Regulation № 10-01 established by Federal Tariff Service for 2009 for the shipment of AvtoVAZ products for a distance of 1,000-3,000 km using domestic services. RZD, in its turn, will accrue and collect the carriage charges for the cargo shipment using exceptional rates in accordance with the order of the Federal Tariff Service, arrange acceptance of wagons with cars at railway terminals and provide their unloading and storage. RTA will provide the rolling stock for planned regular transportation of cars by rail, and provide terminal and other logistics infrastructure to handle the cargo flow of the Russian car-maker. AvtoVAZ will increase the cargo shipment by rail to 350,000 cars annually.
Tajikistan Plans to Build A New Railway Line
Tajikistan Railways is going to start the construction of a railway line Vakhdat-Yavan. The project is estimated at USD 125 million.
Vakhdat is located 15 km away to the south from Dushanbe, and it has railway communication with the Republic’s capital. Yavan lies 50 km away to the south-east from Dushanbe, and it is not connected to a railway network.
The Tajikistan Railway plans to start carrying out the 46 km-long Vakhdat-Yavan railway construction project in September 2009. Initially, the company will realise it using its own resources, and later an external investor may be attracted. A tender will be announced to find contractors.
In the opinion of the management of the Tajikistan Railway, another prospective project is the construction of a Kolhozobad – Nizhny Pyandzh railway. It will connect Tajikistan and Afghanistan with the centre of the Republic. Construction of a small line on the territory of Afghanistan will allow it to join the railways of Iran, Afghanistan and Tajikistan.
EBRD Lends USD 130 Million to OAO The First Cargo Company
The European Bank for Reconstruction and Development lent USD 130 million to OAO The First Cargo Company (JSC Freight One), a subsidiary of Russian Railways, to fund the renovation of its rail fleet in order to boost the major freight operator’s productivity.
The ten-year loan provides key backing for the continuing reform of Russia’s railway system at a time when financial markets are in turmoil and underlines the EBRD’s long-term commitment to this strategic sector of the Russian economy.
“The EBRD’s mission, particularly in such market conditions, is to support investments in key infrastructure renewal such as the one on which OAO The First Cargo Company is embarking as it starts to renovate its fleet of 200,000 railcars, one of the largest in Russia,” said the EBRD’s First Vice President, Varel Freeman.
“This transaction is extremely important for us, especially given the current world economic slowdown, as it demonstrates trust in Russia’s rail sector by international financial institutions and a high regard for the way our company runs its business,” said Alexey Taycher, First Deputy CEO and Chief Financial Officer of the Russian company.
Eesti Raudtee Divided
Estonian railway enterprise Eesti Raudtee completed its restructuring.
The Commercial Register of Estonian enterprises registered two new daughter enterprises of Eesti Raudtee – AS EVR Infra and AS EVR Cargo.
AS EVR Infra will specialise in infrastructure maintenance and AS EVR Cargo will service freight transportation.
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[DETAIL_TEXT] => TransContainer and Belintertrans Will Cooperate
On February 2, 2009, in Minsk, representatives of OAO TransContainer and Belintertrans, affiliate and official forwarder of Byelorussian railway, signed a cooperation agreement.
According to this agreement, Belintertrans will organise transportation of TransContainer’s loaded and empty platforms and containers within Belarus and promote their efficient utilisation.
The agreement was signed after a meeting that focused on the determination of a container-fitting freight base within Belarus and beyond, promotion of forwarding services with the use of OAO TransContainer fleet and calculation of tariffs for container freight transportation between Russia and Belarus.
According to Petr Baskakov, TransContainer General Director, both parties have revised the status of OAO TransContainer’s rolling stock so that now its container flat wagons will be regarded as private rather than public stock in Belarus. “This decision will help eliminate shortage of rolling stock in Belarus,” says Mr Baskakov.
Belintertrans will organise transportation of TransContainer’s loaded and empty flat wagons and containers in Belarus, including transit traffic, and use the company’s fleet to meet its clients’ needs. “Our partners will monitor the state of our fleet and put it into repair if necessary,” Mr Baskakov stressed.
The cooperation between OAO TransContainer and Belintertrans will contribute to railway freight transportation and bundled service development in Belarus and Russia as well as to container traffic between EU and Asia Pacific regions.
Transgarant Summed Up Results
Russian rolling stock operator Transgarant, incorporated into FESCO transport group, summed up its operational results of 2008.
In 2008, the turnover of freight carried by Transgarant and its subsidiaries amounted to 34.6 billion tonne-kilometres, 8.1% up year-on-year.
The total transportation volume grew by 17.3% to 24.8 million tons. Transgarant increased transportation of coal (+70%), cement (+170%) and construction materials (+80%). These cargoes made up approximately half of the company’s total loading volume. Last year, transportation of ore and metals (30% of the company’s loading volume) fell by 10%.
In 2008, Transgarant carried 58,600 TEU, a five-fold increase year-on-year.
PRISCO: 2008 Was a Success
PRISCO ships delivered 14.43 million tons of liquid bulk in 2008.
Most of this was export transportation and transportation between overseas ports. More than 40 per cent, or 5.898 million tons, was used for Sakhalin oil transportation projects. In comparison with 2007, the volume of cargo delivered by PRISCO to this destination increased by 88%.
In 2008, four new vessels were added to the PRISCO fleet: two 104,000-ton dwt. tankers and the same number of 51,000-ton dwt. vessels. Also, the latter are the first vessels in the world with Winterization D -25 symbol, which shows that all compartments, systems and equipment of tankers are designed for work in outside temperatures as low as -25°С. In 2009, seven more vessels of different deadweights are to be delivered to PRISCO, thus, the total deadweight of the company’s fleet will increase by 500,000 tons.
Today, PRISCO’s fleet consists of 16 modern tankers with a total deadweight of 1.51 million tons and an average age of four years. Eleven of them are large-capacity vessels with a deadweight exceeding 100,000 tons.
Russian Railways Establish A Special Subdivision for Terminals Development
The development of OAO RZD’s terminal network will be carried out by a new special subdivision – the Centre for Terminals Development.
The target of the Centre’s establishment is to define the location of the basic freight terminals of OAO RZD and the stations, where the existing capacities will be modernised.
Specialists of OAO RZD believe that the launch of the new subdivision will speed up the development of OAO RZD’s single policy in the company’s transport and logistic activity.
Later, the company’s management will decide on the form of this subdivision – it will be either a subdivision of one of OAO RZD’s departments or the company’s affiliate. Simultaneously, the Directorate for Terminal and Logistic Activity of OAO RZD is being developed. It will function as an operator of the company’s terminals, which are being either built or designed.
New cargo terminals of OAO RZD will have similar equipment and use similar logistics technologies and, as a result, a single terminal structure will be created.
Nowadays, specialists at OAO RZD have developed seven feasibility studies for potential new terminal projects. They envisage creation of new, large, multimodal terminals in Kaliningrad, Krasnodar, Nizhny Novgorod, Novosibirsk, Samara, Rostov-on-Don, and Moscow.
Ukrzaliznytsya May Turn into a State Enterprise
There are plans to reorganize Ukrzaliznytsya into a state enterprise before the end of 2009, said Joseph Vinsky, Ukrainian Minister of Transport and Communications.
In his words, in future this enterprise is to turn into a state joint-stock company. According to Mr Vinsky, the Transport Ministry developed approximately 70 investment projects estimated at 215 million hryvnias (EUR 19.98 billion).
Mr Vinsky said that it is planned to build six motorways by attracting concessionaires. And in 2009, five motorways, constructed at the state’s expense, are to be put into operation: Kiev – Kovel – Yagotin – Kipty – Glukhov – Bachevsk, Kharkov – Pereschepino, Kiev – Odessa, Kiev – Kharkov – Dovzhansky.
RZD, AvtoVAZ and RailTransAuto Signed Contract on Vehicle Shipment
A trilateral contract of intentions was signed on January 26, 2009, to develop the shipment of AvtoVAZ-made cars by rail. The contract was signed by the President of Russian Railways (RZD) Vladimir Yakunin, the President of AvtoVAZ Boris Aleshin and the Deputy Chairman of RailTransAuto (RTA) Maksim Liksutov at a meeting attended by Mr Sergey Chemezov, the General Director of Rostekhnologii and Chairman of Engineering Workers Guild of Russia.
The contract envisages that the 0.37 rate will be applied against Tariff Regulation № 10-01 established by Federal Tariff Service for 2009 for the shipment of AvtoVAZ products for a distance of 1,000-3,000 km using domestic services. RZD, in its turn, will accrue and collect the carriage charges for the cargo shipment using exceptional rates in accordance with the order of the Federal Tariff Service, arrange acceptance of wagons with cars at railway terminals and provide their unloading and storage. RTA will provide the rolling stock for planned regular transportation of cars by rail, and provide terminal and other logistics infrastructure to handle the cargo flow of the Russian car-maker. AvtoVAZ will increase the cargo shipment by rail to 350,000 cars annually.
Tajikistan Plans to Build A New Railway Line
Tajikistan Railways is going to start the construction of a railway line Vakhdat-Yavan. The project is estimated at USD 125 million.
Vakhdat is located 15 km away to the south from Dushanbe, and it has railway communication with the Republic’s capital. Yavan lies 50 km away to the south-east from Dushanbe, and it is not connected to a railway network.
The Tajikistan Railway plans to start carrying out the 46 km-long Vakhdat-Yavan railway construction project in September 2009. Initially, the company will realise it using its own resources, and later an external investor may be attracted. A tender will be announced to find contractors.
In the opinion of the management of the Tajikistan Railway, another prospective project is the construction of a Kolhozobad – Nizhny Pyandzh railway. It will connect Tajikistan and Afghanistan with the centre of the Republic. Construction of a small line on the territory of Afghanistan will allow it to join the railways of Iran, Afghanistan and Tajikistan.
EBRD Lends USD 130 Million to OAO The First Cargo Company
The European Bank for Reconstruction and Development lent USD 130 million to OAO The First Cargo Company (JSC Freight One), a subsidiary of Russian Railways, to fund the renovation of its rail fleet in order to boost the major freight operator’s productivity.
The ten-year loan provides key backing for the continuing reform of Russia’s railway system at a time when financial markets are in turmoil and underlines the EBRD’s long-term commitment to this strategic sector of the Russian economy.
“The EBRD’s mission, particularly in such market conditions, is to support investments in key infrastructure renewal such as the one on which OAO The First Cargo Company is embarking as it starts to renovate its fleet of 200,000 railcars, one of the largest in Russia,” said the EBRD’s First Vice President, Varel Freeman.
“This transaction is extremely important for us, especially given the current world economic slowdown, as it demonstrates trust in Russia’s rail sector by international financial institutions and a high regard for the way our company runs its business,” said Alexey Taycher, First Deputy CEO and Chief Financial Officer of the Russian company.
Eesti Raudtee Divided
Estonian railway enterprise Eesti Raudtee completed its restructuring.
The Commercial Register of Estonian enterprises registered two new daughter enterprises of Eesti Raudtee – AS EVR Infra and AS EVR Cargo.
AS EVR Infra will specialise in infrastructure maintenance and AS EVR Cargo will service freight transportation.
[~DETAIL_TEXT] => TransContainer and Belintertrans Will Cooperate
On February 2, 2009, in Minsk, representatives of OAO TransContainer and Belintertrans, affiliate and official forwarder of Byelorussian railway, signed a cooperation agreement.
According to this agreement, Belintertrans will organise transportation of TransContainer’s loaded and empty platforms and containers within Belarus and promote their efficient utilisation.
The agreement was signed after a meeting that focused on the determination of a container-fitting freight base within Belarus and beyond, promotion of forwarding services with the use of OAO TransContainer fleet and calculation of tariffs for container freight transportation between Russia and Belarus.
According to Petr Baskakov, TransContainer General Director, both parties have revised the status of OAO TransContainer’s rolling stock so that now its container flat wagons will be regarded as private rather than public stock in Belarus. “This decision will help eliminate shortage of rolling stock in Belarus,” says Mr Baskakov.
Belintertrans will organise transportation of TransContainer’s loaded and empty flat wagons and containers in Belarus, including transit traffic, and use the company’s fleet to meet its clients’ needs. “Our partners will monitor the state of our fleet and put it into repair if necessary,” Mr Baskakov stressed.
The cooperation between OAO TransContainer and Belintertrans will contribute to railway freight transportation and bundled service development in Belarus and Russia as well as to container traffic between EU and Asia Pacific regions.
Transgarant Summed Up Results
Russian rolling stock operator Transgarant, incorporated into FESCO transport group, summed up its operational results of 2008.
In 2008, the turnover of freight carried by Transgarant and its subsidiaries amounted to 34.6 billion tonne-kilometres, 8.1% up year-on-year.
The total transportation volume grew by 17.3% to 24.8 million tons. Transgarant increased transportation of coal (+70%), cement (+170%) and construction materials (+80%). These cargoes made up approximately half of the company’s total loading volume. Last year, transportation of ore and metals (30% of the company’s loading volume) fell by 10%.
In 2008, Transgarant carried 58,600 TEU, a five-fold increase year-on-year.
PRISCO: 2008 Was a Success
PRISCO ships delivered 14.43 million tons of liquid bulk in 2008.
Most of this was export transportation and transportation between overseas ports. More than 40 per cent, or 5.898 million tons, was used for Sakhalin oil transportation projects. In comparison with 2007, the volume of cargo delivered by PRISCO to this destination increased by 88%.
In 2008, four new vessels were added to the PRISCO fleet: two 104,000-ton dwt. tankers and the same number of 51,000-ton dwt. vessels. Also, the latter are the first vessels in the world with Winterization D -25 symbol, which shows that all compartments, systems and equipment of tankers are designed for work in outside temperatures as low as -25°С. In 2009, seven more vessels of different deadweights are to be delivered to PRISCO, thus, the total deadweight of the company’s fleet will increase by 500,000 tons.
Today, PRISCO’s fleet consists of 16 modern tankers with a total deadweight of 1.51 million tons and an average age of four years. Eleven of them are large-capacity vessels with a deadweight exceeding 100,000 tons.
Russian Railways Establish A Special Subdivision for Terminals Development
The development of OAO RZD’s terminal network will be carried out by a new special subdivision – the Centre for Terminals Development.
The target of the Centre’s establishment is to define the location of the basic freight terminals of OAO RZD and the stations, where the existing capacities will be modernised.
Specialists of OAO RZD believe that the launch of the new subdivision will speed up the development of OAO RZD’s single policy in the company’s transport and logistic activity.
Later, the company’s management will decide on the form of this subdivision – it will be either a subdivision of one of OAO RZD’s departments or the company’s affiliate. Simultaneously, the Directorate for Terminal and Logistic Activity of OAO RZD is being developed. It will function as an operator of the company’s terminals, which are being either built or designed.
New cargo terminals of OAO RZD will have similar equipment and use similar logistics technologies and, as a result, a single terminal structure will be created.
Nowadays, specialists at OAO RZD have developed seven feasibility studies for potential new terminal projects. They envisage creation of new, large, multimodal terminals in Kaliningrad, Krasnodar, Nizhny Novgorod, Novosibirsk, Samara, Rostov-on-Don, and Moscow.
Ukrzaliznytsya May Turn into a State Enterprise
There are plans to reorganize Ukrzaliznytsya into a state enterprise before the end of 2009, said Joseph Vinsky, Ukrainian Minister of Transport and Communications.
In his words, in future this enterprise is to turn into a state joint-stock company. According to Mr Vinsky, the Transport Ministry developed approximately 70 investment projects estimated at 215 million hryvnias (EUR 19.98 billion).
Mr Vinsky said that it is planned to build six motorways by attracting concessionaires. And in 2009, five motorways, constructed at the state’s expense, are to be put into operation: Kiev – Kovel – Yagotin – Kipty – Glukhov – Bachevsk, Kharkov – Pereschepino, Kiev – Odessa, Kiev – Kharkov – Dovzhansky.
RZD, AvtoVAZ and RailTransAuto Signed Contract on Vehicle Shipment
A trilateral contract of intentions was signed on January 26, 2009, to develop the shipment of AvtoVAZ-made cars by rail. The contract was signed by the President of Russian Railways (RZD) Vladimir Yakunin, the President of AvtoVAZ Boris Aleshin and the Deputy Chairman of RailTransAuto (RTA) Maksim Liksutov at a meeting attended by Mr Sergey Chemezov, the General Director of Rostekhnologii and Chairman of Engineering Workers Guild of Russia.
The contract envisages that the 0.37 rate will be applied against Tariff Regulation № 10-01 established by Federal Tariff Service for 2009 for the shipment of AvtoVAZ products for a distance of 1,000-3,000 km using domestic services. RZD, in its turn, will accrue and collect the carriage charges for the cargo shipment using exceptional rates in accordance with the order of the Federal Tariff Service, arrange acceptance of wagons with cars at railway terminals and provide their unloading and storage. RTA will provide the rolling stock for planned regular transportation of cars by rail, and provide terminal and other logistics infrastructure to handle the cargo flow of the Russian car-maker. AvtoVAZ will increase the cargo shipment by rail to 350,000 cars annually.
Tajikistan Plans to Build A New Railway Line
Tajikistan Railways is going to start the construction of a railway line Vakhdat-Yavan. The project is estimated at USD 125 million.
Vakhdat is located 15 km away to the south from Dushanbe, and it has railway communication with the Republic’s capital. Yavan lies 50 km away to the south-east from Dushanbe, and it is not connected to a railway network.
The Tajikistan Railway plans to start carrying out the 46 km-long Vakhdat-Yavan railway construction project in September 2009. Initially, the company will realise it using its own resources, and later an external investor may be attracted. A tender will be announced to find contractors.
In the opinion of the management of the Tajikistan Railway, another prospective project is the construction of a Kolhozobad – Nizhny Pyandzh railway. It will connect Tajikistan and Afghanistan with the centre of the Republic. Construction of a small line on the territory of Afghanistan will allow it to join the railways of Iran, Afghanistan and Tajikistan.
EBRD Lends USD 130 Million to OAO The First Cargo Company
The European Bank for Reconstruction and Development lent USD 130 million to OAO The First Cargo Company (JSC Freight One), a subsidiary of Russian Railways, to fund the renovation of its rail fleet in order to boost the major freight operator’s productivity.
The ten-year loan provides key backing for the continuing reform of Russia’s railway system at a time when financial markets are in turmoil and underlines the EBRD’s long-term commitment to this strategic sector of the Russian economy.
“The EBRD’s mission, particularly in such market conditions, is to support investments in key infrastructure renewal such as the one on which OAO The First Cargo Company is embarking as it starts to renovate its fleet of 200,000 railcars, one of the largest in Russia,” said the EBRD’s First Vice President, Varel Freeman.
“This transaction is extremely important for us, especially given the current world economic slowdown, as it demonstrates trust in Russia’s rail sector by international financial institutions and a high regard for the way our company runs its business,” said Alexey Taycher, First Deputy CEO and Chief Financial Officer of the Russian company.
Eesti Raudtee Divided
Estonian railway enterprise Eesti Raudtee completed its restructuring.
The Commercial Register of Estonian enterprises registered two new daughter enterprises of Eesti Raudtee – AS EVR Infra and AS EVR Cargo.
AS EVR Infra will specialise in infrastructure maintenance and AS EVR Cargo will service freight transportation.
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The share of river transport is less than 4% of the total throughput in Russia nowadays, and hardly any containers are carried along inner waterways in the country. But there are attempts to recommence the river-based container transportation that used to take place in the Soviet era.Array
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[DETAIL_TEXT] => Less than 4% on the whole, and practically 0% in particular
“After the start of the navigation in 2009, we can begin test transportation of container vessels along the inner waterways,” stated Alexey Redkin, Vice President of the Association of Ports and River Vessel Owners.
Despite more difficult conditions for river transportation of boxes in Russia than in Europe (the river navigation on the Russian territory lasts six months per annum on average), river transport specialists are experienced in this sector. The first line between Gorky and Volgograd was launched in 1949, and approximately 3.2 million tons of containerised freight was carried along the inner waterways in the USSR in 1985. The Lena and the Enisey were used to deliver cargo to distant places in Siberia and the North.
In the opinion of the players in this market, Russian container transportation has a promising future. “We believe that steps are being taken already to redirect some container flows via river transport,” considers Mr Redkin. “For sure, some containers imported via the port of St Petersburg may be carried by river.”
Cheap and easy?
What cargoes would it be reasonable to transport in containers by river? In the words of Mr Redkin, first of all industrial goods and spares. “Potential consignees are in Vologodsk and Yaroslavl regions, as well as in Moscow and the Moscow region,” he said.
The list of potential clients of river transport excludes those for whom fast delivery is especially important. One of river transport’s characteristic features is a rather long delivery time. Thus, it takes up to two weeks to deliver freight on the route St Petersburg – Moscow via inner waterways. Meanwhile, a container may be delivered in two days by railway or in a day by truck. The clients of river transport companies will be those consignees for whom delivery on time is most important. Indeed, a recent poll held on the website of “RZD-Partner.Ru” information agency found that more than 60% of respondents considered it more important to receive a container on time than as fast as possible.
River transportation is the cheapest option nowadays. Specialists of Volgo-Balt-Logistic company calculated the cost of a 20TEU container delivery from Rotterdam to Moscow: it is EUR 2,100-2,300 if the cargo is carried by river; EUR 2,500-2,600 by truck and EUR 2,400-2,600 by railway (they took into consideration the cost of empty box transportation back to Rotterdam, “door-to-door” delivery in Moscow; and a container vessel “Rusich” at 80% capacity (its total capacity is 250 boxes) was considered as the “nominal river ship”). In the words of Gennady Seredenko, a specialist of Volgo-Balt-Logistic company, a EUR 100-200 price difference is not enough to be a competitive advantage of river container transportation. Nevertheless, experts consider that river transportation may be cheaper, for example, if boxes are delivered to the Great Port of St Petersburg by sea, then handled there and carried to the final destination point by river. Mr Seredenko considers that the transportation cost could even be lower if there were high-class container terminals with available transport approaches to inner waterways – this could make for the launching of a competitive system of container delivery to a consignee’s door. And such terminals are being constructed. Thus, a specialised container terminal will soon be completed in the Dmitrovsky port, 50 km away from Moscow’s ring-road. It is planned to organise a customs office and a temporary storage warehouse there. “We are going to launch regular container shuttles from the port in St Petersburg,” says Olga Shershneva, expert for development at Liter company which is developing the container terminal.
What other difficulties are mentioned by the market players? Several years ago there was an attempt in cooperation with Moscow authorities to launch regular river container ships on the route Moscow-Paris. “At that time it failed because of the complex customs procedures,” explains Nikolay Smirnov, President of the Association of Shipping Companies. In the opinion of market players, a lot of time and finance are necessary to pass all customs procedures. In the words of Mr Redkin, today a system of simplified customs procedures during cargo reloading from sea vessels to river ones is badly needed. “For example, in the Netherlands customs fulfills just the control function, while Russian customs has simultaneously a fiscal one,” says Boris Borodin, First Deputy Head for Customs Control with the Baltic Customs. In his words, the delivery time may be reduced due to the preliminary declaration and information system implemented since 2009. Another way to solve the problem is the system of selective customs control of vessels. It is being put into operation, Mr Borodin says.
There are prospects, but little time
Market players think that container transportation via inner waterways will develop faster once the routes have been reconstructed. And state investments have been planned to repair major waterways. According to Irina Orinicheva, Head of Inner Waterways Division, the Department of State Policy in Sea and River Transport Sector, the RF Ministry of Transport, in 2008 the sum of investments in repair and reconstruction works will amount to RUR 9 billion. In particular, it is planned to reconstruct the second lane of the Volgo-Baltic waterway. Meanwhile, specialists say that the lifetime of reloading equipment in Russian river ports has almost expired. In the opinion of Mr Redkin, river ports should have the opportunity for long-term investment planning, and they would then be able to purchase additional equipment. In his words, river port companies should be given tax privileges and a 49-year lease. Only then can they count on investments in special equipment, including for container reloading.
Another issue to be discussed is the vessels available. “In my opinion, it would be more reasonable to use pushed barges, as is done on the Rhine,” says Mr Redkin.
It is still hardly possible to forecast whether the programme of inner waterways modernisation will be carried out. Meanwhile, both Russian and foreign companies are interested in usage of river vessels for container transportation. For example, the reports of EFIN Group state that it is necessary to integrate the waterways of Ukraine, Moldova, Russia, and Belarus into a system of navigation via the EU’s inner waterways.
It is planned to open the RF inner waterways for foreign transporters. But will Russian companies be able to compete with their experienced foreign colleagues?
By Anna Nezhinskaya
our reference
Largest waterways in Russia
The Volgo-Baltic waterway (Volgo-Balt) is part of the single deep-water system of inner waterways in the European part of Russia. The main line of Volgo-Balt starts at Cherepovets and ends in Saint Petersburg and Sheksninskoye water-storage reservoir. It includes lakes Beloye, Onezhskoye, Ladozhskoye, Il’men, Chudskoye, Pskovskoye; rivers the Neva, the Svir, the Volkhov, the Pasha, the Oyat’, the Syas’, the Lovat’, the Msta, the Luga, the Velikaya, the Narva, the Neman, the Pregolya, and the Motrosovka; channels Priladozhsky, Onezhsky, Belozersky, Polessky, and Primorsky; and Kurshsky gulf.
The network consists of 4,900 km of exploited waterways, including 3,270 km with guaranteed dimensions, 11 locks, three water power stations, 25 earth dams and dikes, 12 ferry crossings, nine bridges, eight beacons at the Ladozhskoye lake, more than 5,000 shipping situation signs and 273 fleet servicing units.
Source: GBU Volgo-Balt Volgo-Don sea waterway. Its route is the Azov sea – the Don – the Volgo-Don channel – Volgograd. The length is 1,947 km, the depth is 4 m. There are 18 navigable single-line locks with the lock-chamber dimension of 145 (150)x18 m. It may be used by vessels with a carrying capacity of 5,000 tons. Projected carrying capacity is 11 million tons of freight.
Source: the RF Ministry of Transport
[~DETAIL_TEXT] => Less than 4% on the whole, and practically 0% in particular
“After the start of the navigation in 2009, we can begin test transportation of container vessels along the inner waterways,” stated Alexey Redkin, Vice President of the Association of Ports and River Vessel Owners.
Despite more difficult conditions for river transportation of boxes in Russia than in Europe (the river navigation on the Russian territory lasts six months per annum on average), river transport specialists are experienced in this sector. The first line between Gorky and Volgograd was launched in 1949, and approximately 3.2 million tons of containerised freight was carried along the inner waterways in the USSR in 1985. The Lena and the Enisey were used to deliver cargo to distant places in Siberia and the North.
In the opinion of the players in this market, Russian container transportation has a promising future. “We believe that steps are being taken already to redirect some container flows via river transport,” considers Mr Redkin. “For sure, some containers imported via the port of St Petersburg may be carried by river.”
Cheap and easy?
What cargoes would it be reasonable to transport in containers by river? In the words of Mr Redkin, first of all industrial goods and spares. “Potential consignees are in Vologodsk and Yaroslavl regions, as well as in Moscow and the Moscow region,” he said.
The list of potential clients of river transport excludes those for whom fast delivery is especially important. One of river transport’s characteristic features is a rather long delivery time. Thus, it takes up to two weeks to deliver freight on the route St Petersburg – Moscow via inner waterways. Meanwhile, a container may be delivered in two days by railway or in a day by truck. The clients of river transport companies will be those consignees for whom delivery on time is most important. Indeed, a recent poll held on the website of “RZD-Partner.Ru” information agency found that more than 60% of respondents considered it more important to receive a container on time than as fast as possible.
River transportation is the cheapest option nowadays. Specialists of Volgo-Balt-Logistic company calculated the cost of a 20TEU container delivery from Rotterdam to Moscow: it is EUR 2,100-2,300 if the cargo is carried by river; EUR 2,500-2,600 by truck and EUR 2,400-2,600 by railway (they took into consideration the cost of empty box transportation back to Rotterdam, “door-to-door” delivery in Moscow; and a container vessel “Rusich” at 80% capacity (its total capacity is 250 boxes) was considered as the “nominal river ship”). In the words of Gennady Seredenko, a specialist of Volgo-Balt-Logistic company, a EUR 100-200 price difference is not enough to be a competitive advantage of river container transportation. Nevertheless, experts consider that river transportation may be cheaper, for example, if boxes are delivered to the Great Port of St Petersburg by sea, then handled there and carried to the final destination point by river. Mr Seredenko considers that the transportation cost could even be lower if there were high-class container terminals with available transport approaches to inner waterways – this could make for the launching of a competitive system of container delivery to a consignee’s door. And such terminals are being constructed. Thus, a specialised container terminal will soon be completed in the Dmitrovsky port, 50 km away from Moscow’s ring-road. It is planned to organise a customs office and a temporary storage warehouse there. “We are going to launch regular container shuttles from the port in St Petersburg,” says Olga Shershneva, expert for development at Liter company which is developing the container terminal.
What other difficulties are mentioned by the market players? Several years ago there was an attempt in cooperation with Moscow authorities to launch regular river container ships on the route Moscow-Paris. “At that time it failed because of the complex customs procedures,” explains Nikolay Smirnov, President of the Association of Shipping Companies. In the opinion of market players, a lot of time and finance are necessary to pass all customs procedures. In the words of Mr Redkin, today a system of simplified customs procedures during cargo reloading from sea vessels to river ones is badly needed. “For example, in the Netherlands customs fulfills just the control function, while Russian customs has simultaneously a fiscal one,” says Boris Borodin, First Deputy Head for Customs Control with the Baltic Customs. In his words, the delivery time may be reduced due to the preliminary declaration and information system implemented since 2009. Another way to solve the problem is the system of selective customs control of vessels. It is being put into operation, Mr Borodin says.
There are prospects, but little time
Market players think that container transportation via inner waterways will develop faster once the routes have been reconstructed. And state investments have been planned to repair major waterways. According to Irina Orinicheva, Head of Inner Waterways Division, the Department of State Policy in Sea and River Transport Sector, the RF Ministry of Transport, in 2008 the sum of investments in repair and reconstruction works will amount to RUR 9 billion. In particular, it is planned to reconstruct the second lane of the Volgo-Baltic waterway. Meanwhile, specialists say that the lifetime of reloading equipment in Russian river ports has almost expired. In the opinion of Mr Redkin, river ports should have the opportunity for long-term investment planning, and they would then be able to purchase additional equipment. In his words, river port companies should be given tax privileges and a 49-year lease. Only then can they count on investments in special equipment, including for container reloading.
Another issue to be discussed is the vessels available. “In my opinion, it would be more reasonable to use pushed barges, as is done on the Rhine,” says Mr Redkin.
It is still hardly possible to forecast whether the programme of inner waterways modernisation will be carried out. Meanwhile, both Russian and foreign companies are interested in usage of river vessels for container transportation. For example, the reports of EFIN Group state that it is necessary to integrate the waterways of Ukraine, Moldova, Russia, and Belarus into a system of navigation via the EU’s inner waterways.
It is planned to open the RF inner waterways for foreign transporters. But will Russian companies be able to compete with their experienced foreign colleagues?
By Anna Nezhinskaya
our reference
Largest waterways in Russia
The Volgo-Baltic waterway (Volgo-Balt) is part of the single deep-water system of inner waterways in the European part of Russia. The main line of Volgo-Balt starts at Cherepovets and ends in Saint Petersburg and Sheksninskoye water-storage reservoir. It includes lakes Beloye, Onezhskoye, Ladozhskoye, Il’men, Chudskoye, Pskovskoye; rivers the Neva, the Svir, the Volkhov, the Pasha, the Oyat’, the Syas’, the Lovat’, the Msta, the Luga, the Velikaya, the Narva, the Neman, the Pregolya, and the Motrosovka; channels Priladozhsky, Onezhsky, Belozersky, Polessky, and Primorsky; and Kurshsky gulf.
The network consists of 4,900 km of exploited waterways, including 3,270 km with guaranteed dimensions, 11 locks, three water power stations, 25 earth dams and dikes, 12 ferry crossings, nine bridges, eight beacons at the Ladozhskoye lake, more than 5,000 shipping situation signs and 273 fleet servicing units.
Source: GBU Volgo-Balt Volgo-Don sea waterway. Its route is the Azov sea – the Don – the Volgo-Don channel – Volgograd. The length is 1,947 km, the depth is 4 m. There are 18 navigable single-line locks with the lock-chamber dimension of 145 (150)x18 m. It may be used by vessels with a carrying capacity of 5,000 tons. Projected carrying capacity is 11 million tons of freight.
Source: the RF Ministry of Transport
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“After the start of the navigation in 2009, we can begin test transportation of container vessels along the inner waterways,” stated Alexey Redkin, Vice President of the Association of Ports and River Vessel Owners.
Despite more difficult conditions for river transportation of boxes in Russia than in Europe (the river navigation on the Russian territory lasts six months per annum on average), river transport specialists are experienced in this sector. The first line between Gorky and Volgograd was launched in 1949, and approximately 3.2 million tons of containerised freight was carried along the inner waterways in the USSR in 1985. The Lena and the Enisey were used to deliver cargo to distant places in Siberia and the North.
In the opinion of the players in this market, Russian container transportation has a promising future. “We believe that steps are being taken already to redirect some container flows via river transport,” considers Mr Redkin. “For sure, some containers imported via the port of St Petersburg may be carried by river.”
Cheap and easy?
What cargoes would it be reasonable to transport in containers by river? In the words of Mr Redkin, first of all industrial goods and spares. “Potential consignees are in Vologodsk and Yaroslavl regions, as well as in Moscow and the Moscow region,” he said.
The list of potential clients of river transport excludes those for whom fast delivery is especially important. One of river transport’s characteristic features is a rather long delivery time. Thus, it takes up to two weeks to deliver freight on the route St Petersburg – Moscow via inner waterways. Meanwhile, a container may be delivered in two days by railway or in a day by truck. The clients of river transport companies will be those consignees for whom delivery on time is most important. Indeed, a recent poll held on the website of “RZD-Partner.Ru” information agency found that more than 60% of respondents considered it more important to receive a container on time than as fast as possible.
River transportation is the cheapest option nowadays. Specialists of Volgo-Balt-Logistic company calculated the cost of a 20TEU container delivery from Rotterdam to Moscow: it is EUR 2,100-2,300 if the cargo is carried by river; EUR 2,500-2,600 by truck and EUR 2,400-2,600 by railway (they took into consideration the cost of empty box transportation back to Rotterdam, “door-to-door” delivery in Moscow; and a container vessel “Rusich” at 80% capacity (its total capacity is 250 boxes) was considered as the “nominal river ship”). In the words of Gennady Seredenko, a specialist of Volgo-Balt-Logistic company, a EUR 100-200 price difference is not enough to be a competitive advantage of river container transportation. Nevertheless, experts consider that river transportation may be cheaper, for example, if boxes are delivered to the Great Port of St Petersburg by sea, then handled there and carried to the final destination point by river. Mr Seredenko considers that the transportation cost could even be lower if there were high-class container terminals with available transport approaches to inner waterways – this could make for the launching of a competitive system of container delivery to a consignee’s door. And such terminals are being constructed. Thus, a specialised container terminal will soon be completed in the Dmitrovsky port, 50 km away from Moscow’s ring-road. It is planned to organise a customs office and a temporary storage warehouse there. “We are going to launch regular container shuttles from the port in St Petersburg,” says Olga Shershneva, expert for development at Liter company which is developing the container terminal.
What other difficulties are mentioned by the market players? Several years ago there was an attempt in cooperation with Moscow authorities to launch regular river container ships on the route Moscow-Paris. “At that time it failed because of the complex customs procedures,” explains Nikolay Smirnov, President of the Association of Shipping Companies. In the opinion of market players, a lot of time and finance are necessary to pass all customs procedures. In the words of Mr Redkin, today a system of simplified customs procedures during cargo reloading from sea vessels to river ones is badly needed. “For example, in the Netherlands customs fulfills just the control function, while Russian customs has simultaneously a fiscal one,” says Boris Borodin, First Deputy Head for Customs Control with the Baltic Customs. In his words, the delivery time may be reduced due to the preliminary declaration and information system implemented since 2009. Another way to solve the problem is the system of selective customs control of vessels. It is being put into operation, Mr Borodin says.
There are prospects, but little time
Market players think that container transportation via inner waterways will develop faster once the routes have been reconstructed. And state investments have been planned to repair major waterways. According to Irina Orinicheva, Head of Inner Waterways Division, the Department of State Policy in Sea and River Transport Sector, the RF Ministry of Transport, in 2008 the sum of investments in repair and reconstruction works will amount to RUR 9 billion. In particular, it is planned to reconstruct the second lane of the Volgo-Baltic waterway. Meanwhile, specialists say that the lifetime of reloading equipment in Russian river ports has almost expired. In the opinion of Mr Redkin, river ports should have the opportunity for long-term investment planning, and they would then be able to purchase additional equipment. In his words, river port companies should be given tax privileges and a 49-year lease. Only then can they count on investments in special equipment, including for container reloading.
Another issue to be discussed is the vessels available. “In my opinion, it would be more reasonable to use pushed barges, as is done on the Rhine,” says Mr Redkin.
It is still hardly possible to forecast whether the programme of inner waterways modernisation will be carried out. Meanwhile, both Russian and foreign companies are interested in usage of river vessels for container transportation. For example, the reports of EFIN Group state that it is necessary to integrate the waterways of Ukraine, Moldova, Russia, and Belarus into a system of navigation via the EU’s inner waterways.
It is planned to open the RF inner waterways for foreign transporters. But will Russian companies be able to compete with their experienced foreign colleagues?
By Anna Nezhinskaya
our reference
Largest waterways in Russia
The Volgo-Baltic waterway (Volgo-Balt) is part of the single deep-water system of inner waterways in the European part of Russia. The main line of Volgo-Balt starts at Cherepovets and ends in Saint Petersburg and Sheksninskoye water-storage reservoir. It includes lakes Beloye, Onezhskoye, Ladozhskoye, Il’men, Chudskoye, Pskovskoye; rivers the Neva, the Svir, the Volkhov, the Pasha, the Oyat’, the Syas’, the Lovat’, the Msta, the Luga, the Velikaya, the Narva, the Neman, the Pregolya, and the Motrosovka; channels Priladozhsky, Onezhsky, Belozersky, Polessky, and Primorsky; and Kurshsky gulf.
The network consists of 4,900 km of exploited waterways, including 3,270 km with guaranteed dimensions, 11 locks, three water power stations, 25 earth dams and dikes, 12 ferry crossings, nine bridges, eight beacons at the Ladozhskoye lake, more than 5,000 shipping situation signs and 273 fleet servicing units.
Source: GBU Volgo-Balt Volgo-Don sea waterway. Its route is the Azov sea – the Don – the Volgo-Don channel – Volgograd. The length is 1,947 km, the depth is 4 m. There are 18 navigable single-line locks with the lock-chamber dimension of 145 (150)x18 m. It may be used by vessels with a carrying capacity of 5,000 tons. Projected carrying capacity is 11 million tons of freight.
Source: the RF Ministry of Transport
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“After the start of the navigation in 2009, we can begin test transportation of container vessels along the inner waterways,” stated Alexey Redkin, Vice President of the Association of Ports and River Vessel Owners.
Despite more difficult conditions for river transportation of boxes in Russia than in Europe (the river navigation on the Russian territory lasts six months per annum on average), river transport specialists are experienced in this sector. The first line between Gorky and Volgograd was launched in 1949, and approximately 3.2 million tons of containerised freight was carried along the inner waterways in the USSR in 1985. The Lena and the Enisey were used to deliver cargo to distant places in Siberia and the North.
In the opinion of the players in this market, Russian container transportation has a promising future. “We believe that steps are being taken already to redirect some container flows via river transport,” considers Mr Redkin. “For sure, some containers imported via the port of St Petersburg may be carried by river.”
Cheap and easy?
What cargoes would it be reasonable to transport in containers by river? In the words of Mr Redkin, first of all industrial goods and spares. “Potential consignees are in Vologodsk and Yaroslavl regions, as well as in Moscow and the Moscow region,” he said.
The list of potential clients of river transport excludes those for whom fast delivery is especially important. One of river transport’s characteristic features is a rather long delivery time. Thus, it takes up to two weeks to deliver freight on the route St Petersburg – Moscow via inner waterways. Meanwhile, a container may be delivered in two days by railway or in a day by truck. The clients of river transport companies will be those consignees for whom delivery on time is most important. Indeed, a recent poll held on the website of “RZD-Partner.Ru” information agency found that more than 60% of respondents considered it more important to receive a container on time than as fast as possible.
River transportation is the cheapest option nowadays. Specialists of Volgo-Balt-Logistic company calculated the cost of a 20TEU container delivery from Rotterdam to Moscow: it is EUR 2,100-2,300 if the cargo is carried by river; EUR 2,500-2,600 by truck and EUR 2,400-2,600 by railway (they took into consideration the cost of empty box transportation back to Rotterdam, “door-to-door” delivery in Moscow; and a container vessel “Rusich” at 80% capacity (its total capacity is 250 boxes) was considered as the “nominal river ship”). In the words of Gennady Seredenko, a specialist of Volgo-Balt-Logistic company, a EUR 100-200 price difference is not enough to be a competitive advantage of river container transportation. Nevertheless, experts consider that river transportation may be cheaper, for example, if boxes are delivered to the Great Port of St Petersburg by sea, then handled there and carried to the final destination point by river. Mr Seredenko considers that the transportation cost could even be lower if there were high-class container terminals with available transport approaches to inner waterways – this could make for the launching of a competitive system of container delivery to a consignee’s door. And such terminals are being constructed. Thus, a specialised container terminal will soon be completed in the Dmitrovsky port, 50 km away from Moscow’s ring-road. It is planned to organise a customs office and a temporary storage warehouse there. “We are going to launch regular container shuttles from the port in St Petersburg,” says Olga Shershneva, expert for development at Liter company which is developing the container terminal.
What other difficulties are mentioned by the market players? Several years ago there was an attempt in cooperation with Moscow authorities to launch regular river container ships on the route Moscow-Paris. “At that time it failed because of the complex customs procedures,” explains Nikolay Smirnov, President of the Association of Shipping Companies. In the opinion of market players, a lot of time and finance are necessary to pass all customs procedures. In the words of Mr Redkin, today a system of simplified customs procedures during cargo reloading from sea vessels to river ones is badly needed. “For example, in the Netherlands customs fulfills just the control function, while Russian customs has simultaneously a fiscal one,” says Boris Borodin, First Deputy Head for Customs Control with the Baltic Customs. In his words, the delivery time may be reduced due to the preliminary declaration and information system implemented since 2009. Another way to solve the problem is the system of selective customs control of vessels. It is being put into operation, Mr Borodin says.
There are prospects, but little time
Market players think that container transportation via inner waterways will develop faster once the routes have been reconstructed. And state investments have been planned to repair major waterways. According to Irina Orinicheva, Head of Inner Waterways Division, the Department of State Policy in Sea and River Transport Sector, the RF Ministry of Transport, in 2008 the sum of investments in repair and reconstruction works will amount to RUR 9 billion. In particular, it is planned to reconstruct the second lane of the Volgo-Baltic waterway. Meanwhile, specialists say that the lifetime of reloading equipment in Russian river ports has almost expired. In the opinion of Mr Redkin, river ports should have the opportunity for long-term investment planning, and they would then be able to purchase additional equipment. In his words, river port companies should be given tax privileges and a 49-year lease. Only then can they count on investments in special equipment, including for container reloading.
Another issue to be discussed is the vessels available. “In my opinion, it would be more reasonable to use pushed barges, as is done on the Rhine,” says Mr Redkin.
It is still hardly possible to forecast whether the programme of inner waterways modernisation will be carried out. Meanwhile, both Russian and foreign companies are interested in usage of river vessels for container transportation. For example, the reports of EFIN Group state that it is necessary to integrate the waterways of Ukraine, Moldova, Russia, and Belarus into a system of navigation via the EU’s inner waterways.
It is planned to open the RF inner waterways for foreign transporters. But will Russian companies be able to compete with their experienced foreign colleagues?
By Anna Nezhinskaya
our reference
Largest waterways in Russia
The Volgo-Baltic waterway (Volgo-Balt) is part of the single deep-water system of inner waterways in the European part of Russia. The main line of Volgo-Balt starts at Cherepovets and ends in Saint Petersburg and Sheksninskoye water-storage reservoir. It includes lakes Beloye, Onezhskoye, Ladozhskoye, Il’men, Chudskoye, Pskovskoye; rivers the Neva, the Svir, the Volkhov, the Pasha, the Oyat’, the Syas’, the Lovat’, the Msta, the Luga, the Velikaya, the Narva, the Neman, the Pregolya, and the Motrosovka; channels Priladozhsky, Onezhsky, Belozersky, Polessky, and Primorsky; and Kurshsky gulf.
The network consists of 4,900 km of exploited waterways, including 3,270 km with guaranteed dimensions, 11 locks, three water power stations, 25 earth dams and dikes, 12 ferry crossings, nine bridges, eight beacons at the Ladozhskoye lake, more than 5,000 shipping situation signs and 273 fleet servicing units.
Source: GBU Volgo-Balt Volgo-Don sea waterway. Its route is the Azov sea – the Don – the Volgo-Don channel – Volgograd. The length is 1,947 km, the depth is 4 m. There are 18 navigable single-line locks with the lock-chamber dimension of 145 (150)x18 m. It may be used by vessels with a carrying capacity of 5,000 tons. Projected carrying capacity is 11 million tons of freight.
Source: the RF Ministry of Transport
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Russian sea ports demonstrated positive dynamics in 2008. Their throughput grew by 1.1% year-on-year to 454.6 million tons. Nevertheless, there are few reasons for being optimistic.Array
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[DETAIL_TEXT] => Winner in the First Period
According to the Association of Russian Commercial Sea Ports, the handling volume of dry cargoes grew by 3.6% to 191.8 million tons in 2008. Mainly, it happened due to bulk cargo, the volume of which increased by 5.2% to 75.8 million tons, and freight in large-capacity containers, the throughput of which rose by 5.9% to 32.1 million tons. Liquid bulk handling volume fell by 0.6% to 262.8 million tons. It was caused mainly by the 1.9% decline in crude oil handling volume.
Export freight made 75.6% of the total throughput of Russian ports. The share of import, transit and coastal trade was 9.3%, 8.7% and 6.4% respectively.
The basic export dry cargoes are coal (+5.3%) and metal (+0.7%). The throughput of mineral fertilisers and timber, although large, slightly fell – by 4.2% and 37.5% respectively. In addition, export dry cargo volume was negatively impacted by the reduction of grain (-8.2%) and large-capacity container transportation (-4.7%).
Transit via Russian ports grew by 0.6% year-on-year (the volume of serviced dry cargo increased by 1.5 times, and that of liquid bulk fell by 0.9%), and coastal trade rose by 22.4% (27% increase of dry cargo volume, and 17.7% growth of liquid bulk volume).
According to the RF Transport Ministry, the position of the ports in the southern basin became worse, since their throughput declined by 0.5% year-on-year. Meanwhile, the dynamics of north-western and far eastern ports was positive. The latter increased throughput by a symbolic 0.5%, while the former by 2.6%. In the Russian North-West, the port activity continues to grow due to the positive situation for the region at the European markets. Taking into account the fact that last year there was a serious outflow of cargo from Baltic harbours, we can say that the Russian North-West has triumphed in the first crisis period.
Metals Change Direction
Special attention should be paid to metals. In 2007, the growth of demand for Russian ferrous metals in Asia caused changes in the scheme of this cargo transportation in early 2008. Southern and north-western ports lost about one million tons of metal, which was redirected to the Far East. In particular, China influenced this tendency by limiting its steel production exports. As a result, South Korea, the Philippines and Malaysia turned to Russian producers. Then empty private wagons started to accumulate at the approaches to Far Eastern ports, creating traffic jams. The specific feature of Far Eastern port is that the number of arrived railcars exceeds the number that can be loaded there for transportation in the reverse direction. Consequently, the greater the share of private park in the total rolling stock, the larger the traffic jams at the railway approaches to ports. Unfortunately, a solution to the problem has not been found yet.
Far East: Pessimistic Forecasts
Ports were always criticised because their infrastructure didn’t meet the consignors’ needs. Traditionally, it was considered the major restraining factor on transportation growth. Last year, some Far Eastern ports took measures to improve their infrastructure. The portmen thought that the modernisation would allow loading of the existing capacities and attract cargoes to new berths.
The target seems to have been reached. OAO Vladivostok Commercial Sea Port increased its throughput by 20% to 4.85 million tons in 2007 – a significant improvement in results– and in January-October 2008 the figure grew by 36%. Moreover, in December the port opened the first stage of a new container terminal. Despite fulfilling the operation and financial plans in 2008, the port’s senior management have started to mention the negative impact of the economic crisis on the intensity of cargo flow, especially in metals and cement. According to the forecasts of independent experts as well as managers of the Vladivostok Commercial Sea Port, in 2009 the situation will be the same.
OAO Vostochny Port, whose throughput grew by 2% in 2007, handling volume increased by 13% in the first 10 months of 2008. Nevertheless, in 12 months of the year the company’s terminals reduced throughput by 8% to just under 15 million tons.
In January-September 2008, the throughput of OAO Nakhodka Commercial Sea Port grew by 50% year-on-year to 5.84 million tons. In that period the port handled 3.84 million tons of general cargo (+30.7% year-on-year), including 3.5 million tons of ferrous metals (+29.4%), 194,100 tons of non-ferrous metals (+74.2%) and 25,800 tons of metal scrap.
It was planned to reconstruct the port of Posyet. In April, OAO Commercial Port of Posyet announced it had concluded a contract on design and purchase of equipment for coal terminal construction. The cost of the contract was estimated at EUR 32 million. After its realisation, the throughput was to increase to 7-9 million tons per annum. Unfortunately, the project, started before the crisis, has virtually stopped. Nevertheless, in 2008, OAO Commercial Port of Posyet increased its throughput by 62.8% year-on-year to 2.82 million tons. Traditionally, export coal made the larger share of the port’s throughput.
South and North-West Stake on Boxes
The results of OAO Novorossiysk Commercial Sea Port were also positive last year. Its container segment, which accounts for the majority of throughput, grew by 46% or 120,000 TEU year-on-year. In December 2008, due to seasonal and macroeconomic factors, the container handling volume declined in comparison with the previous months, however, year-on-year volume increased by 4%.
Against the background of a reduction in crude oil handling volumes, Novorossiysk handled 11.2 million tons of oil products, 21.3% – or 2 million tons – more than in 2007. Grain throughput set a record in 2008 and amounted to 6.31 million tons (+8.76%). Handling of ferrous metals and cast iron also increased (+5.5% and +22.2% respectively).
As for the North-West, the stevedoring companies of The Sea Port of Saint Petersburg group are worth mentioning – their throughput fell by 8%. At the same time, the group’s share in the total throughput of the Big Port of St Petersburg exceeded 18%. The reduction is traditionally explained by consignors’ slowing down business activity and irregular delivery of railcars for unloading.
ZAO The First Container Terminal demonstrated a stable growth – from 960,000 TEU in 2007 to over 1.072 million TEU in 2008. Last year, the throughput of a specialised container terminal of OAO Petrolesport increased by 44.4% to 532,000 TEU. The specialised ro-ro terminal handled 64,900 units of machinery, twice as much as in 2007. OOO Moby Dick’s container terminal in Kronshtadt increased its throughput by 7.2% to 219,000 TEU. Stevedoring companies operating in the commercial sea port of Ust-Luga reduced their throughput by 3.3% in comparison with 2007 to 6.9 million tons.
The State Will Support Ports
Igor Levitin, Russian Transport Minister, announced that the state was not going to reduce the physical volume of projects for national transport sector modernisation. At the same time, realisation of the federal target programme will help Russian industrial enterprises.
More than that, the list of sectoral enterprises which can get state support is one of the largest – it includes 30 companies. Among them is OAO Sovcomflot, OAO Far Eastern Shipping Company, OAO Primorsk Shipping Company, OAO Murmansk Shipping Company, OAO North-Western Shipping Company, OAO Novorossiysk Commercial Sea Port, OAO Rostovsky Port, FGUP Rosmorport, etc. Moreover, in the next three years the Ministry of Transport plans to increase the competitiveness of sea and river transport. To reach this target, new vessels will be added to the Russian fleet.
By Tatyana Malerin
[~DETAIL_TEXT] => Winner in the First Period
According to the Association of Russian Commercial Sea Ports, the handling volume of dry cargoes grew by 3.6% to 191.8 million tons in 2008. Mainly, it happened due to bulk cargo, the volume of which increased by 5.2% to 75.8 million tons, and freight in large-capacity containers, the throughput of which rose by 5.9% to 32.1 million tons. Liquid bulk handling volume fell by 0.6% to 262.8 million tons. It was caused mainly by the 1.9% decline in crude oil handling volume.
Export freight made 75.6% of the total throughput of Russian ports. The share of import, transit and coastal trade was 9.3%, 8.7% and 6.4% respectively.
The basic export dry cargoes are coal (+5.3%) and metal (+0.7%). The throughput of mineral fertilisers and timber, although large, slightly fell – by 4.2% and 37.5% respectively. In addition, export dry cargo volume was negatively impacted by the reduction of grain (-8.2%) and large-capacity container transportation (-4.7%).
Transit via Russian ports grew by 0.6% year-on-year (the volume of serviced dry cargo increased by 1.5 times, and that of liquid bulk fell by 0.9%), and coastal trade rose by 22.4% (27% increase of dry cargo volume, and 17.7% growth of liquid bulk volume).
According to the RF Transport Ministry, the position of the ports in the southern basin became worse, since their throughput declined by 0.5% year-on-year. Meanwhile, the dynamics of north-western and far eastern ports was positive. The latter increased throughput by a symbolic 0.5%, while the former by 2.6%. In the Russian North-West, the port activity continues to grow due to the positive situation for the region at the European markets. Taking into account the fact that last year there was a serious outflow of cargo from Baltic harbours, we can say that the Russian North-West has triumphed in the first crisis period.
Metals Change Direction
Special attention should be paid to metals. In 2007, the growth of demand for Russian ferrous metals in Asia caused changes in the scheme of this cargo transportation in early 2008. Southern and north-western ports lost about one million tons of metal, which was redirected to the Far East. In particular, China influenced this tendency by limiting its steel production exports. As a result, South Korea, the Philippines and Malaysia turned to Russian producers. Then empty private wagons started to accumulate at the approaches to Far Eastern ports, creating traffic jams. The specific feature of Far Eastern port is that the number of arrived railcars exceeds the number that can be loaded there for transportation in the reverse direction. Consequently, the greater the share of private park in the total rolling stock, the larger the traffic jams at the railway approaches to ports. Unfortunately, a solution to the problem has not been found yet.
Far East: Pessimistic Forecasts
Ports were always criticised because their infrastructure didn’t meet the consignors’ needs. Traditionally, it was considered the major restraining factor on transportation growth. Last year, some Far Eastern ports took measures to improve their infrastructure. The portmen thought that the modernisation would allow loading of the existing capacities and attract cargoes to new berths.
The target seems to have been reached. OAO Vladivostok Commercial Sea Port increased its throughput by 20% to 4.85 million tons in 2007 – a significant improvement in results– and in January-October 2008 the figure grew by 36%. Moreover, in December the port opened the first stage of a new container terminal. Despite fulfilling the operation and financial plans in 2008, the port’s senior management have started to mention the negative impact of the economic crisis on the intensity of cargo flow, especially in metals and cement. According to the forecasts of independent experts as well as managers of the Vladivostok Commercial Sea Port, in 2009 the situation will be the same.
OAO Vostochny Port, whose throughput grew by 2% in 2007, handling volume increased by 13% in the first 10 months of 2008. Nevertheless, in 12 months of the year the company’s terminals reduced throughput by 8% to just under 15 million tons.
In January-September 2008, the throughput of OAO Nakhodka Commercial Sea Port grew by 50% year-on-year to 5.84 million tons. In that period the port handled 3.84 million tons of general cargo (+30.7% year-on-year), including 3.5 million tons of ferrous metals (+29.4%), 194,100 tons of non-ferrous metals (+74.2%) and 25,800 tons of metal scrap.
It was planned to reconstruct the port of Posyet. In April, OAO Commercial Port of Posyet announced it had concluded a contract on design and purchase of equipment for coal terminal construction. The cost of the contract was estimated at EUR 32 million. After its realisation, the throughput was to increase to 7-9 million tons per annum. Unfortunately, the project, started before the crisis, has virtually stopped. Nevertheless, in 2008, OAO Commercial Port of Posyet increased its throughput by 62.8% year-on-year to 2.82 million tons. Traditionally, export coal made the larger share of the port’s throughput.
South and North-West Stake on Boxes
The results of OAO Novorossiysk Commercial Sea Port were also positive last year. Its container segment, which accounts for the majority of throughput, grew by 46% or 120,000 TEU year-on-year. In December 2008, due to seasonal and macroeconomic factors, the container handling volume declined in comparison with the previous months, however, year-on-year volume increased by 4%.
Against the background of a reduction in crude oil handling volumes, Novorossiysk handled 11.2 million tons of oil products, 21.3% – or 2 million tons – more than in 2007. Grain throughput set a record in 2008 and amounted to 6.31 million tons (+8.76%). Handling of ferrous metals and cast iron also increased (+5.5% and +22.2% respectively).
As for the North-West, the stevedoring companies of The Sea Port of Saint Petersburg group are worth mentioning – their throughput fell by 8%. At the same time, the group’s share in the total throughput of the Big Port of St Petersburg exceeded 18%. The reduction is traditionally explained by consignors’ slowing down business activity and irregular delivery of railcars for unloading.
ZAO The First Container Terminal demonstrated a stable growth – from 960,000 TEU in 2007 to over 1.072 million TEU in 2008. Last year, the throughput of a specialised container terminal of OAO Petrolesport increased by 44.4% to 532,000 TEU. The specialised ro-ro terminal handled 64,900 units of machinery, twice as much as in 2007. OOO Moby Dick’s container terminal in Kronshtadt increased its throughput by 7.2% to 219,000 TEU. Stevedoring companies operating in the commercial sea port of Ust-Luga reduced their throughput by 3.3% in comparison with 2007 to 6.9 million tons.
The State Will Support Ports
Igor Levitin, Russian Transport Minister, announced that the state was not going to reduce the physical volume of projects for national transport sector modernisation. At the same time, realisation of the federal target programme will help Russian industrial enterprises.
More than that, the list of sectoral enterprises which can get state support is one of the largest – it includes 30 companies. Among them is OAO Sovcomflot, OAO Far Eastern Shipping Company, OAO Primorsk Shipping Company, OAO Murmansk Shipping Company, OAO North-Western Shipping Company, OAO Novorossiysk Commercial Sea Port, OAO Rostovsky Port, FGUP Rosmorport, etc. Moreover, in the next three years the Ministry of Transport plans to increase the competitiveness of sea and river transport. To reach this target, new vessels will be added to the Russian fleet.
By Tatyana Malerin
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[DETAIL_TEXT] => Winner in the First Period
According to the Association of Russian Commercial Sea Ports, the handling volume of dry cargoes grew by 3.6% to 191.8 million tons in 2008. Mainly, it happened due to bulk cargo, the volume of which increased by 5.2% to 75.8 million tons, and freight in large-capacity containers, the throughput of which rose by 5.9% to 32.1 million tons. Liquid bulk handling volume fell by 0.6% to 262.8 million tons. It was caused mainly by the 1.9% decline in crude oil handling volume.
Export freight made 75.6% of the total throughput of Russian ports. The share of import, transit and coastal trade was 9.3%, 8.7% and 6.4% respectively.
The basic export dry cargoes are coal (+5.3%) and metal (+0.7%). The throughput of mineral fertilisers and timber, although large, slightly fell – by 4.2% and 37.5% respectively. In addition, export dry cargo volume was negatively impacted by the reduction of grain (-8.2%) and large-capacity container transportation (-4.7%).
Transit via Russian ports grew by 0.6% year-on-year (the volume of serviced dry cargo increased by 1.5 times, and that of liquid bulk fell by 0.9%), and coastal trade rose by 22.4% (27% increase of dry cargo volume, and 17.7% growth of liquid bulk volume).
According to the RF Transport Ministry, the position of the ports in the southern basin became worse, since their throughput declined by 0.5% year-on-year. Meanwhile, the dynamics of north-western and far eastern ports was positive. The latter increased throughput by a symbolic 0.5%, while the former by 2.6%. In the Russian North-West, the port activity continues to grow due to the positive situation for the region at the European markets. Taking into account the fact that last year there was a serious outflow of cargo from Baltic harbours, we can say that the Russian North-West has triumphed in the first crisis period.
Metals Change Direction
Special attention should be paid to metals. In 2007, the growth of demand for Russian ferrous metals in Asia caused changes in the scheme of this cargo transportation in early 2008. Southern and north-western ports lost about one million tons of metal, which was redirected to the Far East. In particular, China influenced this tendency by limiting its steel production exports. As a result, South Korea, the Philippines and Malaysia turned to Russian producers. Then empty private wagons started to accumulate at the approaches to Far Eastern ports, creating traffic jams. The specific feature of Far Eastern port is that the number of arrived railcars exceeds the number that can be loaded there for transportation in the reverse direction. Consequently, the greater the share of private park in the total rolling stock, the larger the traffic jams at the railway approaches to ports. Unfortunately, a solution to the problem has not been found yet.
Far East: Pessimistic Forecasts
Ports were always criticised because their infrastructure didn’t meet the consignors’ needs. Traditionally, it was considered the major restraining factor on transportation growth. Last year, some Far Eastern ports took measures to improve their infrastructure. The portmen thought that the modernisation would allow loading of the existing capacities and attract cargoes to new berths.
The target seems to have been reached. OAO Vladivostok Commercial Sea Port increased its throughput by 20% to 4.85 million tons in 2007 – a significant improvement in results– and in January-October 2008 the figure grew by 36%. Moreover, in December the port opened the first stage of a new container terminal. Despite fulfilling the operation and financial plans in 2008, the port’s senior management have started to mention the negative impact of the economic crisis on the intensity of cargo flow, especially in metals and cement. According to the forecasts of independent experts as well as managers of the Vladivostok Commercial Sea Port, in 2009 the situation will be the same.
OAO Vostochny Port, whose throughput grew by 2% in 2007, handling volume increased by 13% in the first 10 months of 2008. Nevertheless, in 12 months of the year the company’s terminals reduced throughput by 8% to just under 15 million tons.
In January-September 2008, the throughput of OAO Nakhodka Commercial Sea Port grew by 50% year-on-year to 5.84 million tons. In that period the port handled 3.84 million tons of general cargo (+30.7% year-on-year), including 3.5 million tons of ferrous metals (+29.4%), 194,100 tons of non-ferrous metals (+74.2%) and 25,800 tons of metal scrap.
It was planned to reconstruct the port of Posyet. In April, OAO Commercial Port of Posyet announced it had concluded a contract on design and purchase of equipment for coal terminal construction. The cost of the contract was estimated at EUR 32 million. After its realisation, the throughput was to increase to 7-9 million tons per annum. Unfortunately, the project, started before the crisis, has virtually stopped. Nevertheless, in 2008, OAO Commercial Port of Posyet increased its throughput by 62.8% year-on-year to 2.82 million tons. Traditionally, export coal made the larger share of the port’s throughput.
South and North-West Stake on Boxes
The results of OAO Novorossiysk Commercial Sea Port were also positive last year. Its container segment, which accounts for the majority of throughput, grew by 46% or 120,000 TEU year-on-year. In December 2008, due to seasonal and macroeconomic factors, the container handling volume declined in comparison with the previous months, however, year-on-year volume increased by 4%.
Against the background of a reduction in crude oil handling volumes, Novorossiysk handled 11.2 million tons of oil products, 21.3% – or 2 million tons – more than in 2007. Grain throughput set a record in 2008 and amounted to 6.31 million tons (+8.76%). Handling of ferrous metals and cast iron also increased (+5.5% and +22.2% respectively).
As for the North-West, the stevedoring companies of The Sea Port of Saint Petersburg group are worth mentioning – their throughput fell by 8%. At the same time, the group’s share in the total throughput of the Big Port of St Petersburg exceeded 18%. The reduction is traditionally explained by consignors’ slowing down business activity and irregular delivery of railcars for unloading.
ZAO The First Container Terminal demonstrated a stable growth – from 960,000 TEU in 2007 to over 1.072 million TEU in 2008. Last year, the throughput of a specialised container terminal of OAO Petrolesport increased by 44.4% to 532,000 TEU. The specialised ro-ro terminal handled 64,900 units of machinery, twice as much as in 2007. OOO Moby Dick’s container terminal in Kronshtadt increased its throughput by 7.2% to 219,000 TEU. Stevedoring companies operating in the commercial sea port of Ust-Luga reduced their throughput by 3.3% in comparison with 2007 to 6.9 million tons.
The State Will Support Ports
Igor Levitin, Russian Transport Minister, announced that the state was not going to reduce the physical volume of projects for national transport sector modernisation. At the same time, realisation of the federal target programme will help Russian industrial enterprises.
More than that, the list of sectoral enterprises which can get state support is one of the largest – it includes 30 companies. Among them is OAO Sovcomflot, OAO Far Eastern Shipping Company, OAO Primorsk Shipping Company, OAO Murmansk Shipping Company, OAO North-Western Shipping Company, OAO Novorossiysk Commercial Sea Port, OAO Rostovsky Port, FGUP Rosmorport, etc. Moreover, in the next three years the Ministry of Transport plans to increase the competitiveness of sea and river transport. To reach this target, new vessels will be added to the Russian fleet.
By Tatyana Malerin
[~DETAIL_TEXT] => Winner in the First Period
According to the Association of Russian Commercial Sea Ports, the handling volume of dry cargoes grew by 3.6% to 191.8 million tons in 2008. Mainly, it happened due to bulk cargo, the volume of which increased by 5.2% to 75.8 million tons, and freight in large-capacity containers, the throughput of which rose by 5.9% to 32.1 million tons. Liquid bulk handling volume fell by 0.6% to 262.8 million tons. It was caused mainly by the 1.9% decline in crude oil handling volume.
Export freight made 75.6% of the total throughput of Russian ports. The share of import, transit and coastal trade was 9.3%, 8.7% and 6.4% respectively.
The basic export dry cargoes are coal (+5.3%) and metal (+0.7%). The throughput of mineral fertilisers and timber, although large, slightly fell – by 4.2% and 37.5% respectively. In addition, export dry cargo volume was negatively impacted by the reduction of grain (-8.2%) and large-capacity container transportation (-4.7%).
Transit via Russian ports grew by 0.6% year-on-year (the volume of serviced dry cargo increased by 1.5 times, and that of liquid bulk fell by 0.9%), and coastal trade rose by 22.4% (27% increase of dry cargo volume, and 17.7% growth of liquid bulk volume).
According to the RF Transport Ministry, the position of the ports in the southern basin became worse, since their throughput declined by 0.5% year-on-year. Meanwhile, the dynamics of north-western and far eastern ports was positive. The latter increased throughput by a symbolic 0.5%, while the former by 2.6%. In the Russian North-West, the port activity continues to grow due to the positive situation for the region at the European markets. Taking into account the fact that last year there was a serious outflow of cargo from Baltic harbours, we can say that the Russian North-West has triumphed in the first crisis period.
Metals Change Direction
Special attention should be paid to metals. In 2007, the growth of demand for Russian ferrous metals in Asia caused changes in the scheme of this cargo transportation in early 2008. Southern and north-western ports lost about one million tons of metal, which was redirected to the Far East. In particular, China influenced this tendency by limiting its steel production exports. As a result, South Korea, the Philippines and Malaysia turned to Russian producers. Then empty private wagons started to accumulate at the approaches to Far Eastern ports, creating traffic jams. The specific feature of Far Eastern port is that the number of arrived railcars exceeds the number that can be loaded there for transportation in the reverse direction. Consequently, the greater the share of private park in the total rolling stock, the larger the traffic jams at the railway approaches to ports. Unfortunately, a solution to the problem has not been found yet.
Far East: Pessimistic Forecasts
Ports were always criticised because their infrastructure didn’t meet the consignors’ needs. Traditionally, it was considered the major restraining factor on transportation growth. Last year, some Far Eastern ports took measures to improve their infrastructure. The portmen thought that the modernisation would allow loading of the existing capacities and attract cargoes to new berths.
The target seems to have been reached. OAO Vladivostok Commercial Sea Port increased its throughput by 20% to 4.85 million tons in 2007 – a significant improvement in results– and in January-October 2008 the figure grew by 36%. Moreover, in December the port opened the first stage of a new container terminal. Despite fulfilling the operation and financial plans in 2008, the port’s senior management have started to mention the negative impact of the economic crisis on the intensity of cargo flow, especially in metals and cement. According to the forecasts of independent experts as well as managers of the Vladivostok Commercial Sea Port, in 2009 the situation will be the same.
OAO Vostochny Port, whose throughput grew by 2% in 2007, handling volume increased by 13% in the first 10 months of 2008. Nevertheless, in 12 months of the year the company’s terminals reduced throughput by 8% to just under 15 million tons.
In January-September 2008, the throughput of OAO Nakhodka Commercial Sea Port grew by 50% year-on-year to 5.84 million tons. In that period the port handled 3.84 million tons of general cargo (+30.7% year-on-year), including 3.5 million tons of ferrous metals (+29.4%), 194,100 tons of non-ferrous metals (+74.2%) and 25,800 tons of metal scrap.
It was planned to reconstruct the port of Posyet. In April, OAO Commercial Port of Posyet announced it had concluded a contract on design and purchase of equipment for coal terminal construction. The cost of the contract was estimated at EUR 32 million. After its realisation, the throughput was to increase to 7-9 million tons per annum. Unfortunately, the project, started before the crisis, has virtually stopped. Nevertheless, in 2008, OAO Commercial Port of Posyet increased its throughput by 62.8% year-on-year to 2.82 million tons. Traditionally, export coal made the larger share of the port’s throughput.
South and North-West Stake on Boxes
The results of OAO Novorossiysk Commercial Sea Port were also positive last year. Its container segment, which accounts for the majority of throughput, grew by 46% or 120,000 TEU year-on-year. In December 2008, due to seasonal and macroeconomic factors, the container handling volume declined in comparison with the previous months, however, year-on-year volume increased by 4%.
Against the background of a reduction in crude oil handling volumes, Novorossiysk handled 11.2 million tons of oil products, 21.3% – or 2 million tons – more than in 2007. Grain throughput set a record in 2008 and amounted to 6.31 million tons (+8.76%). Handling of ferrous metals and cast iron also increased (+5.5% and +22.2% respectively).
As for the North-West, the stevedoring companies of The Sea Port of Saint Petersburg group are worth mentioning – their throughput fell by 8%. At the same time, the group’s share in the total throughput of the Big Port of St Petersburg exceeded 18%. The reduction is traditionally explained by consignors’ slowing down business activity and irregular delivery of railcars for unloading.
ZAO The First Container Terminal demonstrated a stable growth – from 960,000 TEU in 2007 to over 1.072 million TEU in 2008. Last year, the throughput of a specialised container terminal of OAO Petrolesport increased by 44.4% to 532,000 TEU. The specialised ro-ro terminal handled 64,900 units of machinery, twice as much as in 2007. OOO Moby Dick’s container terminal in Kronshtadt increased its throughput by 7.2% to 219,000 TEU. Stevedoring companies operating in the commercial sea port of Ust-Luga reduced their throughput by 3.3% in comparison with 2007 to 6.9 million tons.
The State Will Support Ports
Igor Levitin, Russian Transport Minister, announced that the state was not going to reduce the physical volume of projects for national transport sector modernisation. At the same time, realisation of the federal target programme will help Russian industrial enterprises.
More than that, the list of sectoral enterprises which can get state support is one of the largest – it includes 30 companies. Among them is OAO Sovcomflot, OAO Far Eastern Shipping Company, OAO Primorsk Shipping Company, OAO Murmansk Shipping Company, OAO North-Western Shipping Company, OAO Novorossiysk Commercial Sea Port, OAO Rostovsky Port, FGUP Rosmorport, etc. Moreover, in the next three years the Ministry of Transport plans to increase the competitiveness of sea and river transport. To reach this target, new vessels will be added to the Russian fleet.
By Tatyana Malerin
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The Russian passenger aviation transport market is experiencing significant changes - the two largest players Rosavia and Aeroflot are dividing up their spheres of influence. The trigger for the new split in the market was the jump in the price of aviation fuel in the summer of 2008 and disorder at the largest alliance AirUnion. Trends show a strengthening of the state’s position in this sector to the point of becoming the dominant character.Array
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[DETAIL_TEXT] => Expensive Fuel is the Way to Bankruptcy
It is known that planes manufactured in Russia are unprofitable to use, primarily because of their high fuel consumption. A rise in aviation fuel prices, as well as the operation of too many Russian planes, has already brought bitter results – The RF Transport Ministry states that, for companies which transport passengers using domestic-built planes, the fuel cost component of the final ticket prices reaches 70%, while the global average is 22%. As a result, in 2008 the average economy class tariff on an internal flight across Russia has grown by more than 30%.
The crisis in Russian aviation, provoked by high fuel prices, began in summer 2008, when the price for aviation kerosene began reaching 40,000 roubles per ton. Because of the developing situation, the largest alliance AirUnion, which had united a number of large air carriers, went under. However, some companies which had not entered AirUnion appeared in an even worse condition. In autumn 2008, because of fuel debts, companies such as KavminvodyAvia, Siberia and State Transport Company Russia appeared on the verge of bankruptcy. A number of flights were cancelled and passengers were waiting for planes at airports for days.
Now, working out the reasons of AirUnion’s bankruptcy, participants of the market are accusing the alliance of price dumping - selling tickets below cost. Such a situation led to the growth of the company’s debts (the total is about 1 billion dollars) and made it impossible to pay back banks. The disorder in this company has influenced the whole sector, because after the banks had lost large amounts, they stopped giving credit to the other players in the Russian aviation market.
The State Is Taking Aircraft out of a Dive
In order to take control of the situation in aviation transport, the RF Government has taken the decision to create a new alliance “Airlines of Russia” (Rosavia), on the basis of Atlant -Union and State Transport Company Russia and AirUnion’s assets), with 51% belonging to the Russian Technologies State Corporation and 49% to the Moscow Government.
Before the New Year, Russian Technologies applied to the state for help: the State Corporation has sent two letters to the Government asking it to transfer about 30 billion roubles to its Charter Capital - first of all to pay the debts of 426 enterprises in its structure. However, this sum will obviously be insufficient because the total debt of these enterprises is about 120 billion roubles, not considering the debts of the 11 Rosavia airlines.
After AirUnion, the turn of other aviation enterprises has come. In October 2008, Vitaly Vantsev, the co-owner of Vnukovo Airport and Atlant-Union airline (at the time the main applicant to become its Principal Head, and now, since registration of the company, an acting Rosavia Director General) has announced that he was buying a large block of a low-cost airline Sky Express (created by AirUnion shareholders).
A further development in the Russian passenger aviation market has led to the division of this sector between two basic players – Rosavia and State-owned Aeroflot. Rosavia, after its official registration, has received the Russian Technologies shares, and also the shares of State Transport Companies Russia and KavminvodyAvia, Orenburg Airlines and Saratov Airlines, Vladivostok Avia and Dalavia, KrasAir, Domodedovo Airlines and Samara. Aeroflot has already bought Arkhangelsk Airlines and Airlines of Kuban. It is interesting, that Aeroflot had applied to the RF Government several times asking to sell Vladivostokavia, Dalavia and SAT Airlines, later bought by Rosavia. In other words, the tendency to consolidate this sector and its transition to practically full state control is obvious.
Expansion In Spite Of the Crisis
Having remained without Government support, Aeroflot has decided to turn to western markets - company representatives tried to take part in purchasing a share package in Italian airline Alitalia and then negotiated a possible purchase of Czech Airlines (CSA) but finally expanded its sphere of influence to include only the Yugoslavian company JAT. Currently Aeroflot and Rosavia are dividing up Hungarian Malev, which is former АirUnion property. Analysts believe that Aeroflot will have to offer a ceiling price in order not to let Rosavia win. This reason is also given by experts when they explain another Aeroflot initiative to buy 25% of the state’s block of shares in the largest Russian regional carrier, Siberia (S7). However, at the end of January 2009, it became known that S7 abandoned purchase negotiations.
As regards Rosavia, which was officially registered only at the beginning of 2009, experts estimate that this new company’s shares issuing process could take up to two years because of the need to pay the debts of those companies which were in AirUnion before being transferred to Rosavia. Meanwhile, on January 14th, 2009, Vnukovo Airport (in which the controlling block of shares belongs to the Moscow Government) made an application to purchase 49% of Atlant-Union’s shares. In the same period, State Transport Company Russia lost its specialised group for the transport of the First Persons of the State, which had been among the main obstacles for these airlines to become a shareholding company. Another RF Presidential decree is that after shareholding creation process, 100% of the shares in State Transport Company Russia should be transferred to Russian Technologies State Corporation’s balance sheet for the purpose of creating a new carrier – Rosavia. Experts estimate that State Transport Company Russia will become the basis for creating another company with the same name.
Competition Wanted!
More of a challenge is fuel. The fall in Russian fuel prices will hardly be proportional to the fall in world prices. While global prices have decreased by 38%, only in Moscow did prices decrease by 30% to 16,000 -17,000 roubles per ton. In other regions, following December 1st, 2008, figures, prices fell even less - by 18-25 % - and only with the participation of the Federal Antimonopoly Service. But the question remains open as to whether the fall in fuel prices will influence ticket prices.
In this respect, for many market participants it has already become obvious that only the participation of the state can save national aviation - not by budgetary injections into companies but by creation of a competitive environment in the aviation fuel market and by reduction of customs import duties for planes. However, this is problematic in Russia – a decrease in duties has been discussed without any results for a long time and the level of competition is illustrated by the following. At the end of January, the State Prosecutor’s Office filed a criminal case against Sovex fuelling company. This company is the only seller of aviation fuel at Pulkovo Airport St. Petersburg and this company was convicted of overestimating prices at the airport. Such a system is inadmissible for European countries where there is no fuel trade at airports and all airlines have the opportunity to buy kerosene on the stock exchange themselves. This shows the situation which has developed in the Russian passenger transport market. Therefore, the conclusion is that it is most likely that the process of dividing up the market will continue.
by Alexey Strigin
[~DETAIL_TEXT] => Expensive Fuel is the Way to Bankruptcy
It is known that planes manufactured in Russia are unprofitable to use, primarily because of their high fuel consumption. A rise in aviation fuel prices, as well as the operation of too many Russian planes, has already brought bitter results – The RF Transport Ministry states that, for companies which transport passengers using domestic-built planes, the fuel cost component of the final ticket prices reaches 70%, while the global average is 22%. As a result, in 2008 the average economy class tariff on an internal flight across Russia has grown by more than 30%.
The crisis in Russian aviation, provoked by high fuel prices, began in summer 2008, when the price for aviation kerosene began reaching 40,000 roubles per ton. Because of the developing situation, the largest alliance AirUnion, which had united a number of large air carriers, went under. However, some companies which had not entered AirUnion appeared in an even worse condition. In autumn 2008, because of fuel debts, companies such as KavminvodyAvia, Siberia and State Transport Company Russia appeared on the verge of bankruptcy. A number of flights were cancelled and passengers were waiting for planes at airports for days.
Now, working out the reasons of AirUnion’s bankruptcy, participants of the market are accusing the alliance of price dumping - selling tickets below cost. Such a situation led to the growth of the company’s debts (the total is about 1 billion dollars) and made it impossible to pay back banks. The disorder in this company has influenced the whole sector, because after the banks had lost large amounts, they stopped giving credit to the other players in the Russian aviation market.
The State Is Taking Aircraft out of a Dive
In order to take control of the situation in aviation transport, the RF Government has taken the decision to create a new alliance “Airlines of Russia” (Rosavia), on the basis of Atlant -Union and State Transport Company Russia and AirUnion’s assets), with 51% belonging to the Russian Technologies State Corporation and 49% to the Moscow Government.
Before the New Year, Russian Technologies applied to the state for help: the State Corporation has sent two letters to the Government asking it to transfer about 30 billion roubles to its Charter Capital - first of all to pay the debts of 426 enterprises in its structure. However, this sum will obviously be insufficient because the total debt of these enterprises is about 120 billion roubles, not considering the debts of the 11 Rosavia airlines.
After AirUnion, the turn of other aviation enterprises has come. In October 2008, Vitaly Vantsev, the co-owner of Vnukovo Airport and Atlant-Union airline (at the time the main applicant to become its Principal Head, and now, since registration of the company, an acting Rosavia Director General) has announced that he was buying a large block of a low-cost airline Sky Express (created by AirUnion shareholders).
A further development in the Russian passenger aviation market has led to the division of this sector between two basic players – Rosavia and State-owned Aeroflot. Rosavia, after its official registration, has received the Russian Technologies shares, and also the shares of State Transport Companies Russia and KavminvodyAvia, Orenburg Airlines and Saratov Airlines, Vladivostok Avia and Dalavia, KrasAir, Domodedovo Airlines and Samara. Aeroflot has already bought Arkhangelsk Airlines and Airlines of Kuban. It is interesting, that Aeroflot had applied to the RF Government several times asking to sell Vladivostokavia, Dalavia and SAT Airlines, later bought by Rosavia. In other words, the tendency to consolidate this sector and its transition to practically full state control is obvious.
Expansion In Spite Of the Crisis
Having remained without Government support, Aeroflot has decided to turn to western markets - company representatives tried to take part in purchasing a share package in Italian airline Alitalia and then negotiated a possible purchase of Czech Airlines (CSA) but finally expanded its sphere of influence to include only the Yugoslavian company JAT. Currently Aeroflot and Rosavia are dividing up Hungarian Malev, which is former АirUnion property. Analysts believe that Aeroflot will have to offer a ceiling price in order not to let Rosavia win. This reason is also given by experts when they explain another Aeroflot initiative to buy 25% of the state’s block of shares in the largest Russian regional carrier, Siberia (S7). However, at the end of January 2009, it became known that S7 abandoned purchase negotiations.
As regards Rosavia, which was officially registered only at the beginning of 2009, experts estimate that this new company’s shares issuing process could take up to two years because of the need to pay the debts of those companies which were in AirUnion before being transferred to Rosavia. Meanwhile, on January 14th, 2009, Vnukovo Airport (in which the controlling block of shares belongs to the Moscow Government) made an application to purchase 49% of Atlant-Union’s shares. In the same period, State Transport Company Russia lost its specialised group for the transport of the First Persons of the State, which had been among the main obstacles for these airlines to become a shareholding company. Another RF Presidential decree is that after shareholding creation process, 100% of the shares in State Transport Company Russia should be transferred to Russian Technologies State Corporation’s balance sheet for the purpose of creating a new carrier – Rosavia. Experts estimate that State Transport Company Russia will become the basis for creating another company with the same name.
Competition Wanted!
More of a challenge is fuel. The fall in Russian fuel prices will hardly be proportional to the fall in world prices. While global prices have decreased by 38%, only in Moscow did prices decrease by 30% to 16,000 -17,000 roubles per ton. In other regions, following December 1st, 2008, figures, prices fell even less - by 18-25 % - and only with the participation of the Federal Antimonopoly Service. But the question remains open as to whether the fall in fuel prices will influence ticket prices.
In this respect, for many market participants it has already become obvious that only the participation of the state can save national aviation - not by budgetary injections into companies but by creation of a competitive environment in the aviation fuel market and by reduction of customs import duties for planes. However, this is problematic in Russia – a decrease in duties has been discussed without any results for a long time and the level of competition is illustrated by the following. At the end of January, the State Prosecutor’s Office filed a criminal case against Sovex fuelling company. This company is the only seller of aviation fuel at Pulkovo Airport St. Petersburg and this company was convicted of overestimating prices at the airport. Such a system is inadmissible for European countries where there is no fuel trade at airports and all airlines have the opportunity to buy kerosene on the stock exchange themselves. This shows the situation which has developed in the Russian passenger transport market. Therefore, the conclusion is that it is most likely that the process of dividing up the market will continue.
by Alexey Strigin
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[DETAIL_TEXT] => Expensive Fuel is the Way to Bankruptcy
It is known that planes manufactured in Russia are unprofitable to use, primarily because of their high fuel consumption. A rise in aviation fuel prices, as well as the operation of too many Russian planes, has already brought bitter results – The RF Transport Ministry states that, for companies which transport passengers using domestic-built planes, the fuel cost component of the final ticket prices reaches 70%, while the global average is 22%. As a result, in 2008 the average economy class tariff on an internal flight across Russia has grown by more than 30%.
The crisis in Russian aviation, provoked by high fuel prices, began in summer 2008, when the price for aviation kerosene began reaching 40,000 roubles per ton. Because of the developing situation, the largest alliance AirUnion, which had united a number of large air carriers, went under. However, some companies which had not entered AirUnion appeared in an even worse condition. In autumn 2008, because of fuel debts, companies such as KavminvodyAvia, Siberia and State Transport Company Russia appeared on the verge of bankruptcy. A number of flights were cancelled and passengers were waiting for planes at airports for days.
Now, working out the reasons of AirUnion’s bankruptcy, participants of the market are accusing the alliance of price dumping - selling tickets below cost. Such a situation led to the growth of the company’s debts (the total is about 1 billion dollars) and made it impossible to pay back banks. The disorder in this company has influenced the whole sector, because after the banks had lost large amounts, they stopped giving credit to the other players in the Russian aviation market.
The State Is Taking Aircraft out of a Dive
In order to take control of the situation in aviation transport, the RF Government has taken the decision to create a new alliance “Airlines of Russia” (Rosavia), on the basis of Atlant -Union and State Transport Company Russia and AirUnion’s assets), with 51% belonging to the Russian Technologies State Corporation and 49% to the Moscow Government.
Before the New Year, Russian Technologies applied to the state for help: the State Corporation has sent two letters to the Government asking it to transfer about 30 billion roubles to its Charter Capital - first of all to pay the debts of 426 enterprises in its structure. However, this sum will obviously be insufficient because the total debt of these enterprises is about 120 billion roubles, not considering the debts of the 11 Rosavia airlines.
After AirUnion, the turn of other aviation enterprises has come. In October 2008, Vitaly Vantsev, the co-owner of Vnukovo Airport and Atlant-Union airline (at the time the main applicant to become its Principal Head, and now, since registration of the company, an acting Rosavia Director General) has announced that he was buying a large block of a low-cost airline Sky Express (created by AirUnion shareholders).
A further development in the Russian passenger aviation market has led to the division of this sector between two basic players – Rosavia and State-owned Aeroflot. Rosavia, after its official registration, has received the Russian Technologies shares, and also the shares of State Transport Companies Russia and KavminvodyAvia, Orenburg Airlines and Saratov Airlines, Vladivostok Avia and Dalavia, KrasAir, Domodedovo Airlines and Samara. Aeroflot has already bought Arkhangelsk Airlines and Airlines of Kuban. It is interesting, that Aeroflot had applied to the RF Government several times asking to sell Vladivostokavia, Dalavia and SAT Airlines, later bought by Rosavia. In other words, the tendency to consolidate this sector and its transition to practically full state control is obvious.
Expansion In Spite Of the Crisis
Having remained without Government support, Aeroflot has decided to turn to western markets - company representatives tried to take part in purchasing a share package in Italian airline Alitalia and then negotiated a possible purchase of Czech Airlines (CSA) but finally expanded its sphere of influence to include only the Yugoslavian company JAT. Currently Aeroflot and Rosavia are dividing up Hungarian Malev, which is former АirUnion property. Analysts believe that Aeroflot will have to offer a ceiling price in order not to let Rosavia win. This reason is also given by experts when they explain another Aeroflot initiative to buy 25% of the state’s block of shares in the largest Russian regional carrier, Siberia (S7). However, at the end of January 2009, it became known that S7 abandoned purchase negotiations.
As regards Rosavia, which was officially registered only at the beginning of 2009, experts estimate that this new company’s shares issuing process could take up to two years because of the need to pay the debts of those companies which were in AirUnion before being transferred to Rosavia. Meanwhile, on January 14th, 2009, Vnukovo Airport (in which the controlling block of shares belongs to the Moscow Government) made an application to purchase 49% of Atlant-Union’s shares. In the same period, State Transport Company Russia lost its specialised group for the transport of the First Persons of the State, which had been among the main obstacles for these airlines to become a shareholding company. Another RF Presidential decree is that after shareholding creation process, 100% of the shares in State Transport Company Russia should be transferred to Russian Technologies State Corporation’s balance sheet for the purpose of creating a new carrier – Rosavia. Experts estimate that State Transport Company Russia will become the basis for creating another company with the same name.
Competition Wanted!
More of a challenge is fuel. The fall in Russian fuel prices will hardly be proportional to the fall in world prices. While global prices have decreased by 38%, only in Moscow did prices decrease by 30% to 16,000 -17,000 roubles per ton. In other regions, following December 1st, 2008, figures, prices fell even less - by 18-25 % - and only with the participation of the Federal Antimonopoly Service. But the question remains open as to whether the fall in fuel prices will influence ticket prices.
In this respect, for many market participants it has already become obvious that only the participation of the state can save national aviation - not by budgetary injections into companies but by creation of a competitive environment in the aviation fuel market and by reduction of customs import duties for planes. However, this is problematic in Russia – a decrease in duties has been discussed without any results for a long time and the level of competition is illustrated by the following. At the end of January, the State Prosecutor’s Office filed a criminal case against Sovex fuelling company. This company is the only seller of aviation fuel at Pulkovo Airport St. Petersburg and this company was convicted of overestimating prices at the airport. Such a system is inadmissible for European countries where there is no fuel trade at airports and all airlines have the opportunity to buy kerosene on the stock exchange themselves. This shows the situation which has developed in the Russian passenger transport market. Therefore, the conclusion is that it is most likely that the process of dividing up the market will continue.
by Alexey Strigin
[~DETAIL_TEXT] => Expensive Fuel is the Way to Bankruptcy
It is known that planes manufactured in Russia are unprofitable to use, primarily because of their high fuel consumption. A rise in aviation fuel prices, as well as the operation of too many Russian planes, has already brought bitter results – The RF Transport Ministry states that, for companies which transport passengers using domestic-built planes, the fuel cost component of the final ticket prices reaches 70%, while the global average is 22%. As a result, in 2008 the average economy class tariff on an internal flight across Russia has grown by more than 30%.
The crisis in Russian aviation, provoked by high fuel prices, began in summer 2008, when the price for aviation kerosene began reaching 40,000 roubles per ton. Because of the developing situation, the largest alliance AirUnion, which had united a number of large air carriers, went under. However, some companies which had not entered AirUnion appeared in an even worse condition. In autumn 2008, because of fuel debts, companies such as KavminvodyAvia, Siberia and State Transport Company Russia appeared on the verge of bankruptcy. A number of flights were cancelled and passengers were waiting for planes at airports for days.
Now, working out the reasons of AirUnion’s bankruptcy, participants of the market are accusing the alliance of price dumping - selling tickets below cost. Such a situation led to the growth of the company’s debts (the total is about 1 billion dollars) and made it impossible to pay back banks. The disorder in this company has influenced the whole sector, because after the banks had lost large amounts, they stopped giving credit to the other players in the Russian aviation market.
The State Is Taking Aircraft out of a Dive
In order to take control of the situation in aviation transport, the RF Government has taken the decision to create a new alliance “Airlines of Russia” (Rosavia), on the basis of Atlant -Union and State Transport Company Russia and AirUnion’s assets), with 51% belonging to the Russian Technologies State Corporation and 49% to the Moscow Government.
Before the New Year, Russian Technologies applied to the state for help: the State Corporation has sent two letters to the Government asking it to transfer about 30 billion roubles to its Charter Capital - first of all to pay the debts of 426 enterprises in its structure. However, this sum will obviously be insufficient because the total debt of these enterprises is about 120 billion roubles, not considering the debts of the 11 Rosavia airlines.
After AirUnion, the turn of other aviation enterprises has come. In October 2008, Vitaly Vantsev, the co-owner of Vnukovo Airport and Atlant-Union airline (at the time the main applicant to become its Principal Head, and now, since registration of the company, an acting Rosavia Director General) has announced that he was buying a large block of a low-cost airline Sky Express (created by AirUnion shareholders).
A further development in the Russian passenger aviation market has led to the division of this sector between two basic players – Rosavia and State-owned Aeroflot. Rosavia, after its official registration, has received the Russian Technologies shares, and also the shares of State Transport Companies Russia and KavminvodyAvia, Orenburg Airlines and Saratov Airlines, Vladivostok Avia and Dalavia, KrasAir, Domodedovo Airlines and Samara. Aeroflot has already bought Arkhangelsk Airlines and Airlines of Kuban. It is interesting, that Aeroflot had applied to the RF Government several times asking to sell Vladivostokavia, Dalavia and SAT Airlines, later bought by Rosavia. In other words, the tendency to consolidate this sector and its transition to practically full state control is obvious.
Expansion In Spite Of the Crisis
Having remained without Government support, Aeroflot has decided to turn to western markets - company representatives tried to take part in purchasing a share package in Italian airline Alitalia and then negotiated a possible purchase of Czech Airlines (CSA) but finally expanded its sphere of influence to include only the Yugoslavian company JAT. Currently Aeroflot and Rosavia are dividing up Hungarian Malev, which is former АirUnion property. Analysts believe that Aeroflot will have to offer a ceiling price in order not to let Rosavia win. This reason is also given by experts when they explain another Aeroflot initiative to buy 25% of the state’s block of shares in the largest Russian regional carrier, Siberia (S7). However, at the end of January 2009, it became known that S7 abandoned purchase negotiations.
As regards Rosavia, which was officially registered only at the beginning of 2009, experts estimate that this new company’s shares issuing process could take up to two years because of the need to pay the debts of those companies which were in AirUnion before being transferred to Rosavia. Meanwhile, on January 14th, 2009, Vnukovo Airport (in which the controlling block of shares belongs to the Moscow Government) made an application to purchase 49% of Atlant-Union’s shares. In the same period, State Transport Company Russia lost its specialised group for the transport of the First Persons of the State, which had been among the main obstacles for these airlines to become a shareholding company. Another RF Presidential decree is that after shareholding creation process, 100% of the shares in State Transport Company Russia should be transferred to Russian Technologies State Corporation’s balance sheet for the purpose of creating a new carrier – Rosavia. Experts estimate that State Transport Company Russia will become the basis for creating another company with the same name.
Competition Wanted!
More of a challenge is fuel. The fall in Russian fuel prices will hardly be proportional to the fall in world prices. While global prices have decreased by 38%, only in Moscow did prices decrease by 30% to 16,000 -17,000 roubles per ton. In other regions, following December 1st, 2008, figures, prices fell even less - by 18-25 % - and only with the participation of the Federal Antimonopoly Service. But the question remains open as to whether the fall in fuel prices will influence ticket prices.
In this respect, for many market participants it has already become obvious that only the participation of the state can save national aviation - not by budgetary injections into companies but by creation of a competitive environment in the aviation fuel market and by reduction of customs import duties for planes. However, this is problematic in Russia – a decrease in duties has been discussed without any results for a long time and the level of competition is illustrated by the following. At the end of January, the State Prosecutor’s Office filed a criminal case against Sovex fuelling company. This company is the only seller of aviation fuel at Pulkovo Airport St. Petersburg and this company was convicted of overestimating prices at the airport. Such a system is inadmissible for European countries where there is no fuel trade at airports and all airlines have the opportunity to buy kerosene on the stock exchange themselves. This shows the situation which has developed in the Russian passenger transport market. Therefore, the conclusion is that it is most likely that the process of dividing up the market will continue.
by Alexey Strigin
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What consequences does the growth in the frequency of pirate attacks bring, and what ways of solving this problem are available to companies that transport cargo from the People’s Republic of China to Russia and Europe? Are there alternatives to the Aden Passage? Answers to these questions are being sought in Russia, as well as everywhere else.Array
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[DETAIL_TEXT] => Francis Drake’s “followers” have become more active!
“Unprecedented” – this is how the growth in the number of piracy attacks is described in the International Maritime Bureau (IMB) - the division of the International Chamber of Commerce which carries out the monitoring of pirate attacks on the high seas. In 2008, experts estimated 293 attacks took place, an increase of 11%. In 2007, 72 armed attacks were carried out. In 2008 the number grew to 139. And there was an absolutely unprecedented growth in the number of attacks by Somali pirates - almost 200%, say IMB experts. “Second place” in the regional table is held by Nigeria – with 40 confirmed attacks and about 100 reported pirate attacks that have not been investigated. The number of attacks in the Indonesia area and in the Strait of Malacca has decreased. In 2008, a total of 49 ships and 889 hostages were taken by pirates.
“We believe that the growth of pirate activity off the Somali coast is caused first by the fact that sums paid to pirates have grown, and secondly, by the total absence of any kind of significant counteraction to these attacks during the first nine months of 2008,” Captain Pottengal Mukundan, the Head of IMB, told our magazine.
Another IMB observation is that the level of technical equipment used has grown in the course of the past year. “It is a conspiracy - it cannot be anything else,” declared Alexey Bezborodov, the Director of InfraNews Research Agency. But according to Captain Mukundan, there is no evidence that the Somali attackers have been sponsored by anybody. “In order to be better armed, they use the “incomes” received from their captures”. What is done to resist the attacks? As he said, only the presence of international military forces will allow an effective improvement to the situation. “United Nations Resolution 1851 allows the use of force against the pirates”.
Will the Trans-Siberian Railway become an alternative to the Aden passage?
What are the ways to reduce the risk? The official IMB site gives a list of recommendations to ships crews, whose routes pass through the area.
But another way to reduce the risks is to search for alternative routes to transport cargo from the People’s Republic of China. In Russia in the autumn of last year, there were statements at government level that the situation in the Aden passage would allow Russia to realise its “geopolitic advantage” – in other words, introduce the Transsiberian railway as an alternative to the sea route. “Deputies are very capable of counting someone else’s money. Only they have neither the common sense nor the knowledge to reach sensible conclusions,” Mr Bezborodov has commented on the situation. “They only voice senseless words such as “geoeconomic potential”. The problem certainly demands discussion. But the main point is not to do it with those who did not understand that it is necessary to think these problems through beforehand - when ocean freight was at its maximum and not today, when it is at its minimum, and that the discussions of market competition which take into consideration pirates as a helpful factor is a bad business!”
How competitive is the Transsiberian Railway? We remind you that a sharp decrease in container freight from the People’s Republic of China took place in autumn 2008. As a result, by the beginning of winter, the rental prices for 2,000-2,999 TEU and 1,300-1,999 TEU containers had already fallen to 12,400 US dollars and 9,300 US dollars a day respectively. By comparison, in 2007 the rental cost of similar containers was more than 20,000 US dollars and 15,460 US dollars a day respectively (information from Optim Consult). Consequently, this was reflected in container transportation costs by sea. So, the Friends Logistic Oy data is that the rate for a 20ft container delivery from Shanghai to Kotka has become about 675 US dollars, whereas delivery by railway is more than € 1,000 (It was mentioned during the last CCTT session, that the railway transportation rate alone – without the cost of a wagon and container –from Zabaikalsk to Ust-Luga is $650).
Are there ways to decrease railway prices? In the opinion of Optim Consult experts, because railway carriers have reduced their prices and are now working practically at cost, large companies still have a small margin for an additional reduction in their price but small companies have no options anymore. And whether it is reasonable to choose a railway route under such circumstances is for you to decide!
By Anna Nezhinskaya
[~DETAIL_TEXT] => Francis Drake’s “followers” have become more active!
“Unprecedented” – this is how the growth in the number of piracy attacks is described in the International Maritime Bureau (IMB) - the division of the International Chamber of Commerce which carries out the monitoring of pirate attacks on the high seas. In 2008, experts estimated 293 attacks took place, an increase of 11%. In 2007, 72 armed attacks were carried out. In 2008 the number grew to 139. And there was an absolutely unprecedented growth in the number of attacks by Somali pirates - almost 200%, say IMB experts. “Second place” in the regional table is held by Nigeria – with 40 confirmed attacks and about 100 reported pirate attacks that have not been investigated. The number of attacks in the Indonesia area and in the Strait of Malacca has decreased. In 2008, a total of 49 ships and 889 hostages were taken by pirates.
“We believe that the growth of pirate activity off the Somali coast is caused first by the fact that sums paid to pirates have grown, and secondly, by the total absence of any kind of significant counteraction to these attacks during the first nine months of 2008,” Captain Pottengal Mukundan, the Head of IMB, told our magazine.
Another IMB observation is that the level of technical equipment used has grown in the course of the past year. “It is a conspiracy - it cannot be anything else,” declared Alexey Bezborodov, the Director of InfraNews Research Agency. But according to Captain Mukundan, there is no evidence that the Somali attackers have been sponsored by anybody. “In order to be better armed, they use the “incomes” received from their captures”. What is done to resist the attacks? As he said, only the presence of international military forces will allow an effective improvement to the situation. “United Nations Resolution 1851 allows the use of force against the pirates”.
Will the Trans-Siberian Railway become an alternative to the Aden passage?
What are the ways to reduce the risk? The official IMB site gives a list of recommendations to ships crews, whose routes pass through the area.
But another way to reduce the risks is to search for alternative routes to transport cargo from the People’s Republic of China. In Russia in the autumn of last year, there were statements at government level that the situation in the Aden passage would allow Russia to realise its “geopolitic advantage” – in other words, introduce the Transsiberian railway as an alternative to the sea route. “Deputies are very capable of counting someone else’s money. Only they have neither the common sense nor the knowledge to reach sensible conclusions,” Mr Bezborodov has commented on the situation. “They only voice senseless words such as “geoeconomic potential”. The problem certainly demands discussion. But the main point is not to do it with those who did not understand that it is necessary to think these problems through beforehand - when ocean freight was at its maximum and not today, when it is at its minimum, and that the discussions of market competition which take into consideration pirates as a helpful factor is a bad business!”
How competitive is the Transsiberian Railway? We remind you that a sharp decrease in container freight from the People’s Republic of China took place in autumn 2008. As a result, by the beginning of winter, the rental prices for 2,000-2,999 TEU and 1,300-1,999 TEU containers had already fallen to 12,400 US dollars and 9,300 US dollars a day respectively. By comparison, in 2007 the rental cost of similar containers was more than 20,000 US dollars and 15,460 US dollars a day respectively (information from Optim Consult). Consequently, this was reflected in container transportation costs by sea. So, the Friends Logistic Oy data is that the rate for a 20ft container delivery from Shanghai to Kotka has become about 675 US dollars, whereas delivery by railway is more than € 1,000 (It was mentioned during the last CCTT session, that the railway transportation rate alone – without the cost of a wagon and container –from Zabaikalsk to Ust-Luga is $650).
Are there ways to decrease railway prices? In the opinion of Optim Consult experts, because railway carriers have reduced their prices and are now working practically at cost, large companies still have a small margin for an additional reduction in their price but small companies have no options anymore. And whether it is reasonable to choose a railway route under such circumstances is for you to decide!
By Anna Nezhinskaya
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[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2009/1/22.jpg" border="1" alt=" " hspace="5" width="150" height="120" align="left" />What consequences does the growth in the frequency of pirate attacks bring, and what ways of solving this problem are available to companies that transport cargo from the People’s Republic of China to Russia and Europe? Are there alternatives to the Aden Passage? Answers to these questions are being sought in Russia, as well as everywhere else.
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[DETAIL_TEXT] => Francis Drake’s “followers” have become more active!
“Unprecedented” – this is how the growth in the number of piracy attacks is described in the International Maritime Bureau (IMB) - the division of the International Chamber of Commerce which carries out the monitoring of pirate attacks on the high seas. In 2008, experts estimated 293 attacks took place, an increase of 11%. In 2007, 72 armed attacks were carried out. In 2008 the number grew to 139. And there was an absolutely unprecedented growth in the number of attacks by Somali pirates - almost 200%, say IMB experts. “Second place” in the regional table is held by Nigeria – with 40 confirmed attacks and about 100 reported pirate attacks that have not been investigated. The number of attacks in the Indonesia area and in the Strait of Malacca has decreased. In 2008, a total of 49 ships and 889 hostages were taken by pirates.
“We believe that the growth of pirate activity off the Somali coast is caused first by the fact that sums paid to pirates have grown, and secondly, by the total absence of any kind of significant counteraction to these attacks during the first nine months of 2008,” Captain Pottengal Mukundan, the Head of IMB, told our magazine.
Another IMB observation is that the level of technical equipment used has grown in the course of the past year. “It is a conspiracy - it cannot be anything else,” declared Alexey Bezborodov, the Director of InfraNews Research Agency. But according to Captain Mukundan, there is no evidence that the Somali attackers have been sponsored by anybody. “In order to be better armed, they use the “incomes” received from their captures”. What is done to resist the attacks? As he said, only the presence of international military forces will allow an effective improvement to the situation. “United Nations Resolution 1851 allows the use of force against the pirates”.
Will the Trans-Siberian Railway become an alternative to the Aden passage?
What are the ways to reduce the risk? The official IMB site gives a list of recommendations to ships crews, whose routes pass through the area.
But another way to reduce the risks is to search for alternative routes to transport cargo from the People’s Republic of China. In Russia in the autumn of last year, there were statements at government level that the situation in the Aden passage would allow Russia to realise its “geopolitic advantage” – in other words, introduce the Transsiberian railway as an alternative to the sea route. “Deputies are very capable of counting someone else’s money. Only they have neither the common sense nor the knowledge to reach sensible conclusions,” Mr Bezborodov has commented on the situation. “They only voice senseless words such as “geoeconomic potential”. The problem certainly demands discussion. But the main point is not to do it with those who did not understand that it is necessary to think these problems through beforehand - when ocean freight was at its maximum and not today, when it is at its minimum, and that the discussions of market competition which take into consideration pirates as a helpful factor is a bad business!”
How competitive is the Transsiberian Railway? We remind you that a sharp decrease in container freight from the People’s Republic of China took place in autumn 2008. As a result, by the beginning of winter, the rental prices for 2,000-2,999 TEU and 1,300-1,999 TEU containers had already fallen to 12,400 US dollars and 9,300 US dollars a day respectively. By comparison, in 2007 the rental cost of similar containers was more than 20,000 US dollars and 15,460 US dollars a day respectively (information from Optim Consult). Consequently, this was reflected in container transportation costs by sea. So, the Friends Logistic Oy data is that the rate for a 20ft container delivery from Shanghai to Kotka has become about 675 US dollars, whereas delivery by railway is more than € 1,000 (It was mentioned during the last CCTT session, that the railway transportation rate alone – without the cost of a wagon and container –from Zabaikalsk to Ust-Luga is $650).
Are there ways to decrease railway prices? In the opinion of Optim Consult experts, because railway carriers have reduced their prices and are now working practically at cost, large companies still have a small margin for an additional reduction in their price but small companies have no options anymore. And whether it is reasonable to choose a railway route under such circumstances is for you to decide!
By Anna Nezhinskaya
[~DETAIL_TEXT] => Francis Drake’s “followers” have become more active!
“Unprecedented” – this is how the growth in the number of piracy attacks is described in the International Maritime Bureau (IMB) - the division of the International Chamber of Commerce which carries out the monitoring of pirate attacks on the high seas. In 2008, experts estimated 293 attacks took place, an increase of 11%. In 2007, 72 armed attacks were carried out. In 2008 the number grew to 139. And there was an absolutely unprecedented growth in the number of attacks by Somali pirates - almost 200%, say IMB experts. “Second place” in the regional table is held by Nigeria – with 40 confirmed attacks and about 100 reported pirate attacks that have not been investigated. The number of attacks in the Indonesia area and in the Strait of Malacca has decreased. In 2008, a total of 49 ships and 889 hostages were taken by pirates.
“We believe that the growth of pirate activity off the Somali coast is caused first by the fact that sums paid to pirates have grown, and secondly, by the total absence of any kind of significant counteraction to these attacks during the first nine months of 2008,” Captain Pottengal Mukundan, the Head of IMB, told our magazine.
Another IMB observation is that the level of technical equipment used has grown in the course of the past year. “It is a conspiracy - it cannot be anything else,” declared Alexey Bezborodov, the Director of InfraNews Research Agency. But according to Captain Mukundan, there is no evidence that the Somali attackers have been sponsored by anybody. “In order to be better armed, they use the “incomes” received from their captures”. What is done to resist the attacks? As he said, only the presence of international military forces will allow an effective improvement to the situation. “United Nations Resolution 1851 allows the use of force against the pirates”.
Will the Trans-Siberian Railway become an alternative to the Aden passage?
What are the ways to reduce the risk? The official IMB site gives a list of recommendations to ships crews, whose routes pass through the area.
But another way to reduce the risks is to search for alternative routes to transport cargo from the People’s Republic of China. In Russia in the autumn of last year, there were statements at government level that the situation in the Aden passage would allow Russia to realise its “geopolitic advantage” – in other words, introduce the Transsiberian railway as an alternative to the sea route. “Deputies are very capable of counting someone else’s money. Only they have neither the common sense nor the knowledge to reach sensible conclusions,” Mr Bezborodov has commented on the situation. “They only voice senseless words such as “geoeconomic potential”. The problem certainly demands discussion. But the main point is not to do it with those who did not understand that it is necessary to think these problems through beforehand - when ocean freight was at its maximum and not today, when it is at its minimum, and that the discussions of market competition which take into consideration pirates as a helpful factor is a bad business!”
How competitive is the Transsiberian Railway? We remind you that a sharp decrease in container freight from the People’s Republic of China took place in autumn 2008. As a result, by the beginning of winter, the rental prices for 2,000-2,999 TEU and 1,300-1,999 TEU containers had already fallen to 12,400 US dollars and 9,300 US dollars a day respectively. By comparison, in 2007 the rental cost of similar containers was more than 20,000 US dollars and 15,460 US dollars a day respectively (information from Optim Consult). Consequently, this was reflected in container transportation costs by sea. So, the Friends Logistic Oy data is that the rate for a 20ft container delivery from Shanghai to Kotka has become about 675 US dollars, whereas delivery by railway is more than € 1,000 (It was mentioned during the last CCTT session, that the railway transportation rate alone – without the cost of a wagon and container –from Zabaikalsk to Ust-Luga is $650).
Are there ways to decrease railway prices? In the opinion of Optim Consult experts, because railway carriers have reduced their prices and are now working practically at cost, large companies still have a small margin for an additional reduction in their price but small companies have no options anymore. And whether it is reasonable to choose a railway route under such circumstances is for you to decide!
By Anna Nezhinskaya
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[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2009/1/22.jpg" border="1" alt=" " hspace="5" width="150" height="120" align="left" />What consequences does the growth in the frequency of pirate attacks bring, and what ways of solving this problem are available to companies that transport cargo from the People’s Republic of China to Russia and Europe? Are there alternatives to the Aden Passage? Answers to these questions are being sought in Russia, as well as everywhere else.
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[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2009/1/22.jpg" border="1" alt=" " hspace="5" width="150" height="120" align="left" />What consequences does the growth in the frequency of pirate attacks bring, and what ways of solving this problem are available to companies that transport cargo from the People’s Republic of China to Russia and Europe? Are there alternatives to the Aden Passage? Answers to these questions are being sought in Russia, as well as everywhere else.
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