Dear readers! First of all, we would like to welcome all participants of the grand industry event – the CeMAT RUSSIA exhibition, which will be held from September 17 to 19, 2024, in Moscow, Crocus Expo IEC, Pavilion 1. LOGISTICS magazine will be presented at the event, we invite you to our stand C309, where you can get acquainted with the latest issue of the magazine and find out the terms of cooperation with the editorial office.
Dear readers! We present to your attention the seventh issue of Logistics for 2024. In the latest issue, we continue the topic of digitalization of logistics. Thus, P.A. Zabolotneva in her article examines the main trends in the digitalization of logistics activities and presents supply chain management tools. In addition, the author identifies five digital technologies that will become drivers of the industry's development. D.V.
Dear readers! We present to your attention the sixth issue of Logistics for 2024. On its pages, we summarize the results of the international exhibition of logistics, transport, warehouse equipment and Logistika Expo, which became the main premiere of this year. Our editorial staff took part in the event, as a result of which they made useful acquaintances and found new readers. In the latest issue, we continue the topic of automation and robotization in the industry.
Region: Russian River, Azov / Black Sea, Caspian
Trade: Coaster shipments
Azov’s market yet retains its declining trend. During the previous week workable level has been reduced on another 1-2 usd pmt. At any given time there is a substantial number of spot vessels idle at ADSC. Owners are ready to consider all cargo orders without preferences, albeit firm offers are few, as Charterers have completed their 2018’s programmes.
Nowadays it is hard to find any firm cargo bids. Aside from utter dullness of ‘traditional’ Turkish destination, also volumes’ throughput of Kavkaz lighterage have been reduced, which connected to introduction of new requirements of Russian Federal Service for Veterinary and Phytosanitary Surveillance. As a result, more and more ships find themselves free from contract jobs and add to oversupply of tonnage looking for direct voyages.
Despite the Charterers current ability to impose their desirable freight level, actual amount of contracts concluded do not grow. There is a vast gap between buying and selling prices on grains, which cannot be leveled via cheaper freight alone. The nearest perspective is bleak, continuous rates decline and even less shipments is expected.
Considering the utterly low Azov’s market, Owners are trying to reposition their tonnage elsewhere. Sea-types vessels with low draft, which traditionally performed voyages ex Temryuk, are now escaping from dropping rates to jobs w/I Med Sea. Sea-river fleet, on the other hand, has few options for alternative employment other than hauls from Black Sea ports of Ukraine. Even though in 2018 same to be considered as last resort and only by vessels w/o ice class, nowadays rates ex Azov are almost on par with Black Sea ports. In general, withdrawal of superfluous tonnage should support the freight level in the area, but this time fleet excess could hardly be neutralized, therefore overall picture shall not change.
Business activity in both Azov-Black Sea and Caspian regions has been heavily impacted by prolonged decline of USD/RUR ratio, which coupled with high inner market prices on grains, leads to lack of contracts signed. Several companies, which were contracted for grains delivery to Iran during whole winter period with fixed rate, are facing difficulties now due to currency fluctuations. Nevertheless, Traders expect market stabilizing, if not recovery, soon, owing to Iranian grains stock depletion, therefore Iranian buyers may reconsider their offers price-wise.