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Presentatie shortsea bremen li

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Presentatie shortsea bremen li

  1. 1. Robert J VERMETTEN, Managing Director TPL 8TH Shortsea-Europe conference, Bremen 23-24,SEPT 2015 RUSSIA : SOMETIMES SUN GOES UP IN THE WEST
  2. 2. SHIFT IN TRANSPORT TO CENTRAL ASIA  COLLAPSE OF THE ROEBEL value of 1 new Russian RB :  0,025 € (jan 2013) to 0,012 € (aug 2015)  0,033 U$ (jan 2015) to 0,012 U$ (aug 2015)  OFFICIALLY Investments ex USA stopped, while oil prices went down  Less imports, more home production  Payment arranged off shore because of heavy taxation  Severe fall in business in Russie - 40%  -75% more poverty for russian people “business is not worse than before, but economy is worse, and you can feel each small problem much harder “( M.Y. russian buss.partner)
  3. 3. PAYMENTS BECOME PROBLEMATIC  Payments become problematic (delays, mechanics,..)  Offshore arrangements common to respect contracts  R/E situation uncertain, terms of trade changing  For import/export companies it is hard to make purchase decision on selling / buying  Hope for betterment in 2016 (World Championship)
  4. 4. 13 COUNTRIES ARE MEMBER OF THE SILKROAD OF 21ST CENTURY PURPOSE : LANDBASED CONNECTION TO THIRD COUNTRIES AND ASIA AS WELL AS GATEWAY PORTS AND AIRPORTS AS THE MAIN ENTRY AND EXIT POINT OF COMMUNITY FOR PASSENGERS AND FREIGHT. VIA CORRIDOR 9 : EU-CAUCASUS-ASIA COMPLEX MULTI-MODAL TRANSPORT SYSTEM IN COUNTRIES OF THE REGION ALSO DEVELOPMENT OF TRANSPORTATION LINKS AND TRADE RELATIONS COMING TENDENCY OF MARITIME CARGO FLOWS FROM AND TO SE ASIA TO USE MED PORTS DUE TO COST PRESSURE /REDUCE GREENHOUSE GAS EMISSIONS PROVIDED CAPACITY AND SERVICE Q OF PORTS AND HINTERLAND WOULD ALLOW THIS; TRACECA
  5. 5. TRACECA Route Attractiveness Index (TRAX) A comparison : TRANS-RUSSIAN vs TRANS-TURKEY vs TRANS- CAUCASUS TRANS – RUSSIAN TRANS – TURKEY TRANS - CAUSACUS TRAVELCOST 1 2 2 TIME COST 1 1 2 RELIABILITY 1 2 3 SAFETY/SECURITY 1 3 2 GLOBAL ATTRACTIVENESS 1 2 2,75 (source : idea)
  6. 6.  Specify NHM code (6 figures of BTN code)  Detailed info on specs (+ drawing needed)  Wide choice of spec . Equipment  Gabarit limits scheme (dets in yr hands)
  7. 7. HEAVY LIFT CARGOES Inland railroads (larger width) eg 220 ton Trafo, ex S Korea to Poland. Local ops via polish Bedmed logistics. Inland waterways (mainly european part) Poor conditions of automobile roads and bridges (4.1 – 4.5 m fm ground) Lack of cargo handling in oblasts
  8. 8. CUSTOMS CLEARANCE  Cargo details, correct info need  Inland clearance or border clearance?  With bonded trucks where in transit if importduties >50000 usd.  Never DDP , only DAP (railhead)  Road Transport problems for LT truckers end 2014
  9. 9. POSITIVE CHANGES AHEAD  ???  Mr Medvedev published on 20/8/2015 a directive to simplify customs matters…  Cost for customs processing at RU seaports should not exceed comparable costs at ports in other countries  Today we see operating costs and transport tarifs rising  Before the end of 2015, 15 new measures will be taken (including digital declarations) we truly hope this will succeed, but no news as yet on update??  Possible transfer to other authorities : tax collection to tax authorities and control part to border control und FSB control.  Russian customs had too strong a position since long.
  10. 10. INLAND WATERWAYS / PORTS
  11. 11. INLAND WATERWAYS / PORTS :SEVERAL WAYS TO CENTRAL ASIA  Good feederconnections from baltic and north sea ports  Modern port facilities (600 tm floating crane in SPT, 150 mt mobile crane)  No draft problems anymore ACL calling directly USA to SPT  Inland barges upto 2000 – 2500 mt can reach Astrakan  UST-LUGA port OK but bad road connections, slowly improving now major ferry and container lines calling.
  12. 12. VOLGA –BALT CHANNEL + VP  Larger shipment size + oog cargoes  Good connection from/to : Europe / White Sea / Baltic ports / Black/Med sea ports / Caspian ports  Only Russian flag vessel on Russian waterways  Direct loading in Europe to avoid transhipment in St Petersburg (often congested)
  13. 13. ALL SHIPS DEPLOYED IN THE TRADE TO CASPIAN SEA ARE SEA RIVER TYPE VESSELS OF 3000-5000 MT , CARRYING CAPACITY THAT MEETS THE NEEDS OF THE MARKET; LOW SUPERSTRUCTURE AND LOW DRAFT ALLOW THEM TO NAVIGATE IN SHALLOW WATERS. ALL SHIPMENT TO THE CASPIAN SEA ARE REALIZED THROUGH THE VOLGA-DON CANAL IN THE NAVIGATION PERIOD. IT TAKES ABOUT 4 DAYS TO REACH ROSTOV FROM MARMARA PORTS, WHERE CUSTOMS CLEARANCE PROCEDURES FOR VOLGA DON TRANSIT PASSAGE ARE CONDUCTED. THE VESSEL PASSES 18 LOCKS THROUGH THE VOLGA-DON CAN AND IT TAKES ABOUT 7 DAYS TO REACH ASTRAKAN AND ABOUT 3 DAYS TO TURKMENBASHII FROM ASTRAKHAN. VESSEL APPROACHING VOLGA DON CANAL 1ST LOCK ON ITS WAY TO TURKMENBASHI
  14. 14.  Via TK one can handle any type of cargoes especially project cargoes from/to DERINCE PORT to/from any destination at CIS.  • Our operation starts with ordering and supply of CIS railway wagons  • Cargo delivery from the warehouse of the shipper to the railway station or port  • Transhipment from trucks into wagons or marine vessels in the ports.  • Loading / unloading of CIS railway wagons at the station from the truck into the wagon and vice versa  • Preparation of shipping documents (CIM/SMGS, Bill of lading, etc)  • Sea journey between Derince and Ilyichevsk ports by railway ferry  • Passing customs with all necessary formalities but no any cargo transfer.  • Further delivery of the wagons to the final point of destination in CIS countries and Turkey
  15. 15. Thanks for you kind attention ! Any questions, I would like to hear !

Hinweis der Redaktion








  • Before I came here I spoke with a friendly dutch journalist working in Moscow as a correspondent since 2007 for several financial publication and received several awards for his work. He told me that he had seen changing Russia in a not recognisable way. Every effort to really understand Russia is doomed to fail. It is never black or white. So apparantly things did not change very much since 98. It remind me a russian client with whom I was connected, and his good friend and nephew told me : “Isaac he never lies, but for him, sometimes sun goes up in the West”.
    I always like to recall my very first image from Russia in 1992 when I pioneered on this market, 2 beggars playing chess at they quay of the Moscwa river in front of presidential palace and Ukraine Hotel.

  • Since start of crisis, russian volumes decreased even more since 2015
    Rate of exchange of RUBEL went down from 1,75 – 1,84 RB/€ (2013) to 0,40 RB/ EUR (2015) because polical crisis, oil prices went down, investments from USA stopped. The rubel crisis means much more poverty for Russian people.
    Russia try to compensate reduction in imports with more own home production, Russia avoids foreign purchases, and payments are arranged offshore to avoid heavy taxation.
    Several LT trucks have sold their trucks and got back to local transport the crisis is very severe for everyone, MANY COMPANIES ARE facing a decrease of -40% and other company even more -50 % - 60% a business friend is experiencing a fall back o 75% for his Russian branch office.
    This shift creates more transport between Central Asia and Russian Federation.
    No cars are sold, decrease in volumes, there is still transport, but no profit only loss. In both direction prices are decreasing.
  • Payment become problematic, the USD payments drive out the RB. You can agree today a price of 60000 RB , and tomorrow they may ask you 70000 rb duet o change in value of good . This rate of exchange situation is killing business, nothing can be predicted , it effects every one.
    Especially for importers it is very hard to make a purchase decision on buying and selling rate.L/C or LAW is not given any help unfortunately. Payment follow easily 2 months later, therefore more and more offshore accounts are used, to create a bit more stability. Money transfer from Russia costs more than offshore transfers.
  • Figures on infrastructure are always impressive, herewith the figure for Ukraine, Russian federation is a multipli of this infrastructure.
  • At present there are 3 routes were studied by IDEA for E.U from the perspective of the freight forwarder.
  • At present there are 3 routes were studied by IDEA for E.U from the perspective of the freight forwarder.
  • Under pressure of president PUTIN quality of rail (and also airfreight) has improved; on certain main axles like Vladivostok – Orsk (Jekaterinburg) a transport 8000 km was handles in 17-18 days with daily track and trace.
    China to Russia goes for 40% via Baltic & finnish ports and for 60% via ST Petersburg, since often congested so cargoes are shifted more to Baltic. We prefer to work with customs in Finland (Kotka) and in mainly Latvia (Riga Port), LT is far less important in transittrade today.
    Transport ex Finland mainly to Moscow by rail same gauge,
  • Contract with rail transport mainly from China but also from SE Asia, Central Asia, Thailand via KZ to Russia (40d TT) driving at 200-250 km/day average are increasing, the inland leg is taken over by many international trucking company today, but roads are still very bad as always, in general terms we can state that for distances below 1500 km we use truck, above 1500 km we use rail, but eg Novorrsikk about 1800 km we still handle by truck.
  • We also faced problems with LT drivers, about 10 months ago the president of LT made Russian unfriendly remarks, so no LT truck were allowed any more, subject to special controls of trucks and evening opening of cargo.
    Today this problem is finished for Polish and also LT truck who can drive beside KZ RUS BY trucks.
    Fortunately, not more political or other problems with customs than before. But always more papers, more procedures in Railway, it takes a lot of time and it is expensive. Less corruption , if you can do thing officially it is ok, if you want to speed up , you need to pay.
  • FSVB = FEDERAL SECURITY BOARD ( former KGB )
  • - A new terminal is under construction in old military port of KRONSTAD

    - Europe is still exporting via BY and via GEORGIA to RUSSIA
  • - Transport via inland waterways still required russian flagvessels, this market is charakterised by very old ships, sometimes even lacking navigability to call at western ports sometimes 40 y of age. Repairs are undertaken in North Germany (Rostock, Wiesmal) .
  • As to the positiion of Turkey, no fundemental changes occured in their market position, except for the shipments to Iran.

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