Dear readers! We present to your attention the third issue of the LOGISTICS journal for 2025. Our editorial staff, like all our colleagues, is preparing for the TransRussia 2025 exhibition, the largest event in the industry. In this issue, we have prepared an interview with Natalia Lomunova, Director of TransRussia, with whom we are talking about a flexible approach, new participants and digital services. We continue the series of articles from P.V.
Dear readers! We present to your attention the first issue of the LOGISTICS journal in 2025. First of all, we would like to draw readers' attention to our new partner R1 Development, a development company that creates a new generation environment and specializes in the construction of industrial, logistics, commercial and residential real estate. One of the projects of R1 Development is the Druzhba industrial park network.
Dear readers! We present to your attention the final issue of the LOGISTICS journal in 2024. We have tried to make it rich and interesting. Today, many Russian companies operate under strict sanctions restrictions, which force them to reorient logistics flows. One of the possible solutions to this problem may be the Russia – Mongolia – China economic corridor. Details can be found in the article by Alexandra Kazunina.
 |
 |
 |
 |
 |
 |
 |
 |
 |
 |
 |
 |
 |
Region: Russian River, Azov / Black Sea, Caspian
Trade: Coaster shipments
The freight rates in Azov region stayed at the level of week 24. Thus, the average rates basis voyage of the Rostov-Marmara amount USD 19 pmt.
The voyages to such destination as Lebanon, Syria and Israel are still the most in demand for Ship Owners in Azov. However, this situation will have a little period as with the beginning of a high grain season Ship Owners will have an opportunity to work extensively on the short-distance hauls which are more commercially efficient. In the hope of market growth in the near future, a significant part of
Ship Owners don’t fix the vessels on long dates, but wait for more favorable conditions on the market. This decision can be followed by some risks. If the expected growth in the cargo supply is not failed, the freight rates may go down due to the accumulation of a large amount of spot tonnage in the Azov basin.
The business activity of the Turkish Importers is still low. This is connected with not only the national currency fluctuations, but also the decline in demand for Turkish flour on the international trade. Now Turkish millers don’t consider purchasing the volumes of wheat. A new grain season started with the barley harvest in Stavropol area. According to information of local farmers, in the first place, shiploads with the grain will begin to form in Novorossiysk and dispatch to Saudi Arabia, Egypt and Libya via the Handy-size vessels.
In the Caspian region, unlike Azov, the freight market dropped not so much during the off-season period. The freight basis of the Astrakhan - Iran kept the level of last week and amounted USD 31 pmt. Though, comparing two voyages from the Volga: to Iran and to Turkey, the majority of Ship Owners will favour the hauls to Turkey, but not to Iran owing to Caspian market is commonly considered as more risky then Azov. As a result, the Shippers from the Volga ports to Iran are afflicted by the tonnage shortage, while the Owners of the same fleet cannot find parcels to the Black Sea.
 |
 |
