30


Issue 1 2013


///RUSSIA/EASTERN EUROPE Baltic specialist doubles service from UK


international and local logistics. There are still areas of the


supply chain that can prove challenging for the cargo owner if care is not taken. Customs clearance in Russia is a good example. Importers are invariably responsible for arranging the clearance either on arrival at the port of entry, or inland at a bonded location – DDP (Delivered duty- paid) deliveries are not permitted.


The Russian customs regime is diligent and thorough in checking imported goods, especially high value ones so the quality of documentation provided by exporters is the cornerstone of trouble free clearance. This primarily means a correctly completed commercial invoice but can include licenses, permits or supporting documents as may be required.


However, manufacturers and


distributors looking to expand their customer base into regions like Russia should not be put off. With the advice and guidance available to exporters, the rewards can be considerable. Choosing a reliable and


experienced logistics partner to take care of the shipping is big step towards success.


Brits do well on the Black Sea


Transfennica has doubled its service from the UK to Russia to two sailings per week. The Friday sailing from Tilbury (London) which arrives in St Petersburg on Wednesday is now complemented by a Tuesday departure which


arrives on


Sunday. For Transfennica and sister company Transfennica Logistics, “this demonstrates clear ambition and confidence for further development into the huge Russian marketplace.” Transfennica Logistics and


Transfennica are members of the Spliethoff Group which also comprises Spliethoff (Worldwide ocean transport), Bigliſt (Heavy liſt transport), Wijnne Barends (Multipurpose


shortsea,


chartering), and Seven Star (Worldwide yacht transport). Transfennica has been


operating scheduled liner services in the Baltic region for over 30 years and since 2006 has run direct to St Petersburg. During this time, routes from Belgium, Finland, Germany, Spain, as well as the UK have become firmly established. The Russian economy is


already huge, and it will continue to grow, says the company. It is the ninth largest global economy by nominal value and sixth largest by


purchasing power parity.


With Russia’s abundant natural resources such as gas, oil, coal, and precious metals - key export assets – and healthy domestic consumer demand, the economy (at least up to now) has proved resilient against the global financial crisis. The Russian Government


has


made predictions of stable growth rates of around 3 to 4% in GDP in future years. Whilst Transfennica focuses


on liner operations, the more recently established Transfennica Logistics provides door to door solutions. Substantially, but not exclusively, these reflect the liner scheduling run by the modern fleet of conro vessels, which can accept a combination of cargoes in containers, trailers, and on mafis or cassettes. The two companies work


closely together to offer clients a wide range of options. Transfennica Logistics offers door to door logistics (short sea or intermodal), warehousing,


breakbulk, distribution and consolidation, general forwarding, customs clearance and out of gauge services Transfennica in Russia operates


at the Petrolesport terminal in the St Petersburg sea port which, through continued investment, now offers an extensive range of


cargo handling possibilities


including ro ro, containers, general cargo, and heavy liſts. A rail connection is available at terminal allowing intermodal transportation on the extensive rail network to the Russian interior and also to former Soviet Union republics. The latest development in local


infrastructure was in October 2012 when the central section of the new ‘Fast diameter’ ring road was officially opened in St.Petersburg. The exit for this is only a few hundred meters from terminal gates and offers much improved access to local distribution warehouses and the road network. In its six years of operation,


and now with the establishment of Transfennica Logistics, Transfennica has gained a wide experience and knowledge in


Keswick Enterprises’ wholly owned Romanian subsidiary, Tibbett Logistics, now operates its own rail terminal at Chiajna (Europolis Park) on the western edge of Bucharest, says the group’s chief executive, John Harvey CBE. “With our own rail wagon sets we run a shuttle between Constanta Port and Bucharest, where there is bonded warehousing, cross-docking and other terminal support facilities – including refrigeration.” From autumn 2012, there has been a scheduled rail service from Lambach in Austria into the terminal, with links from Austria


back into Germany


and North West Europe. Rail forwarding agents are now consigning individual wagons to the terminal from Italy and elsewhere. He adds: “We have contractual relationships for import/export movements with many of the major shipping lines and forwarding companies. These organisations are handling increasing volumes of retail imports for Romania and adjacent countries – Moldova, Bulgaria, for example – and more recently export traffics, as Romania itself now has more export volume


than imports


through Constanta. We are the beneficiaries of not only cheaper and more secure handling into Bucharest, but also the carbon footprint advantages of rail – which are particularly attractive to multinational automotive and FMCG manufacturers.” In the immediate and mid-


term future Keswick will concentrate on the development of intermodal traffics to and from the Black Sea into CEE and their transit beyond, he says: “We have initiated co-operation and joint venture discussions that embrace


Bulgaria, Slovenia, Hungary and Poland – but our prime focus remains on Romania. We also intend to capitalise on eight years of successful development as a logistics service provider operating both dedicated and multi-user warehousing sites in Romania. For example, we increased our warehousing capacity at Deva in the fourth quarter of 2012.” Tibbett Logistics is also


building on its joint venture with VGL Group for logistics in Poland and together linking with another associate company – Matrix – in Hungary. This will allow closer integration and collaboration between Romania, Hungary and Poland. But


there is intense


competition in Romania and into Hungary – and indeed the CEE as a whole – for the general cargo curtainsider road transport business, although a tighter market for refrigerated and controlled-temperature and other specialist equipment related traffics – where there is much less surplus capacity. In general, Romania, like other CEE countries, is showing an increasing awareness of, and compliance in, EU regulation of weight or driver’s hours, but in Romania and Bulgaria there is


still a considerable grey element, says Harvey. Following a post-accession


boom in several countries there is a surplus of warehousing capacity and availability, but – particularly in Romania – there are signs of current strengthening of demand for manufacturing properties – reflecting intra-European movement


manufacturing. In Romania


and EU onshore it


is still difficult to acquire new distribution facilities without a five to seven-year lease commitment. He concludes: “Romania and


to a lesser degree Bulgaria, and also around the Black Sea and Turkey, are all benefiting from the migration back of textile, engineering


components


and similar manufacturing operations


(such as bicycle


assembly). In Romania there are now 300 Chinese, Japanese and Korean engineering and textile companies that have set up an EU base, reinforced by the growth of the automotive industry


in Romania and


Turkey at the expense of North- Western Europe. We have seen a renaissance of British retail textile sourcing in Romania and Moldova, reflecting its proximity and improved competitiveness compared to the North Asian markets.”


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