Will transport logistics in Russia pose a challenge for FMCG sector development? Market study Moscow, May 2007
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Content
A. Methodology
3
B. Key conclusions
6
C. Transport logistics in Russia
10
C.1. Railway transport
17
C.2. Road transport
25
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Đ?.
Methodology
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The study was aimed at discovering and evaluating key trends in transport logistics development in Russia Approach to market analysis 1
2 Analysis of road market
Analysis of railway market • Interviews with FMCG companies, distributors, LSPs, experts • Analysis of statistics data • Expert evaluation of the data
3
Analysis of transportation market in Russia
• Interviews with FMCG companies, distributors, LSPs, experts • Analysis of statistics data • Expert evaluation of the data
Analysis of tariffs, fleet and infrastructure development
• Interviews with RZD officials • Analysis of Road Police database • Analysis of statistics data
Source: interviews, Roland Berger Strategy Consultants
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In the course of the study, the key FMCG companies, distributors and experts were interviewed Key interview partners FMCG producers1)
Source: Roland Berger Strategy Consultants
Experts
Distributors
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B.
Key conclusions
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KEY CONCLUSIONS
Risks associated with transport operations will remain significant – market intelligence needed to manage them Key conclusions of the study • Transport operations in Russia bear several challenges, including: - Objective issues, like long distances, high complexity of operations, poor quality and deficit of infrastructure, regional differences - Issues, related to the current status of the development of the transportation market, including, limited fleet availability (especially in peak seasons), high transportation tariffs, low market transparency, and lack of large nation-wide operators • As a result, the risks of fleet availability and transportation overbudget are the market realities and could have a significant negative impact on the competitiveness of FMCG companies in the future • In order to meet those challenges, FMCG companies should be engaged in active work with the transportation market, which requires deep understanding of its structure, underlying tendencies and problems
Source: Roland Berger Strategy Consultants
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RAILWAY TRANSPORT MARKET: KEY CONCLUSIONS
Railway transportation market is monopolized – risks of high tariff growth and fleet deficit after 2010 Major players
Pricing and tariffs
• Russian Railway (RZD), which is fully owned by the • Railway tariffs are imposed by the government government, owns and operates all railway above the inflation in order to stimulate infrastructure and 2/3 of the wagon fleet investments in infrastructure • RefService, a RZD subsidiary, owns and operates • RefService charges additional 10%-20% for its fleet of insulated wagons, while there are many services for supplying insulated wagons – small private companies, mainly specializing in fish significant increase expected in the future • Expeditors, who are responsible for in transportation from Far East • There are expeditors, who facilitate relatime wagons delivery and fine charges tions between end customers and RZD for waiting, charge additional 5-10% Key conclusions for
railway transportation market in Russia
• RefService operates a total of 16,000 wagons (own and RZDs’), while independent fleet does not exceeds 1500 units • Russian fleet of insulated wagons was built before 1990s and is currently deteriorating • The opportunity of RefService to buy new wagons is limited by high payback period, given current tariffs
Fleet
• Strict legislation on the use of insulated wagons for RZD / RefService railway transportation • Only in "transition" seasons, set by RZD individually for each region, perishable goods are allowed for transportation in ordinary roofed wagons • RefService is lobbying for stricter regulations, while producers of perishable goods lobby for more flexible regulations
Legislation
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ROAD TRANSPORT MARKET: KEY CONCLUSIONS
Road transportation market is highly fragmented – FMCG companies should be interested to stimulate its development Major players
Pricing and tariffs
• Russian market is dominated by large number of local transportation companies, operating independently or via expeditors • There are less domestic and foreign large logistics operators, offering wide-range of logistics services and serving high end of the market • There is a deficit of large LSPs with large own fleet
• Relatively high transportation tariffs in Russia are accounted by poor infrastructure and older trucks and thus higher consumption of fuel, tires, maintenance expenses, etc. • Large logistics companies have even higher tariffs offering, because of higher expenses (taxes, good equipment and fleet, etc) • Growing fuel prices are key driver for tariff increases for road
Summary transportation market in Russia
• The fleet growth is driven mainly by trucks leasing by logistics companies, operating on international routes (because they are freed from import duties) and by purchase of used trucks by individuals • Higher fleet growth could be stimulated by long-term cooperation between transport companies and customers
Fleet
• Maximum transport capacity of a truck is limited to 20 t (of load weight), which is monitored by road police • In spring season, because of poor quality of roads, there is additional road tolls, charged by local administrations, which results in higher tariffs for the period (e.g. Chuvashia, Tatarstan)
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C.
Transport logistics in Russia
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TRANSPORT MARKET: EVOLUTION
Transportation market in Russia is evolving fast – it gets more sophisticated Evolution of Russian transportation market Phase 1 Emergence
Phase 2 Fragmentation
Phase 3 Polarization
Phase 4 Reorientation
• • • •
• Many new entrees (small companies as well as foreign LSPs) • Higher competition • Low professionalism for Russia companies • Limited offer of services • Low quality
• Establishment of large logistics integrators • Investments in new fleet and technologies • Education of customers (especially, retailers) • Higher level of services • Price/quality segmentation of market
• High level of customer education and demand • Growing pressure on prices • Consolidation of regional transport operators • Reorientation of distributors
1998-2007
?
Soviet-style enterprises Local markets Limited competition Low education of customers • Limited offer of services
1992-1998 1990-1992
Source: interviews, Roland Berger Strategy Consultants
2007-…
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TRANSPORT MARKET: INFRASTRUCTURE
Despite high planned investments, its poor quality and deficit would hinder development of transportation market Overview of transportation infrastructure in Russia Planned state investments in infrastructure1), 2005-2010 [bn USD]
Hard-surfaced road length [`000 km] 44,2
44,3
43,6
43,2
41,2
755
756
745
738
706
2001
2002
2003
2004
2005
Russian government plans to actively attract private investments through - Privatization of infrastructure - Public-private partnerships - Toll roads, etc.
Public railways length [`000 km]
280-350
36
157
33 5
5
5
5
5
27 25
86
2001
85
86
2002
2003
85
2004
85
20 16
2005 2005
x
Road/railway density per 1000 km2
2006
2007
2008
1) including road, rail, air, and river transportation
Source: Rosstat, Statbel, Transportation Ministry, Roland Berger Strategy Consultants
2009
2010
2005 Need for investments 2010 Transport_study
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TRANSPORT MARKET: TRANSPORTATION STRUCTURE
In the future, railway is expected to continue its dominance in the Russian cargo transportation market‌ Cargo turnover in Russia, railway and road [bn t*km] CAGR [%]
0%
5%
6%
7%
6%
3%
2%
6%
4%
7%
6%
3%
Comments 553
470 4,957 355 257 194 153
156 1,214
1995 X%
3,186
2,307
1,858
1,373
2000 road
4,216
Y%
2005 railway
Development of transportation in Russia has been and will be determined by - Large distances across Russia - High shipment volumes of natural resources
2010
2015
2020
Transportation growth will be driven by - GDP growth - Natural resources exploration 2025 - Personal income growth
FORECAST
Source: Rosavtodor, Roland Berger Strategy Consultants
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TRANSPORT MARKET: TRANSPORTATION STRUCTURE
‌ mainly because of the long-distance haulage of raw materials and industrial goods Overview of Russian railway transportation market, 2006 Cargo type
% in total turnover, 2005
Types of wagons used
Coal and coke
32%
High-sided wagons, hoppers
Metal ore and metals
18%
High-sided wagons, hoppers, platforms
Oil and oil products
17%
Tanks
Construction materials
10%
High-sided wagons, hoppers, platforms
Perishable goods Others1)
ca. 1% 22%
Examples of typical customers
Insulated wagons, containers, roof wagons High-sided wagons, tanks, hoppers, roof wagons,
1) Fertilizers, timber, others positions of statistics Source: Rosstat, Refservice, Roland Berger Strategy Consultants
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TRANSPORT MARKET: KEY ROUTES
Popular routes for road transport are between Moscow and St.Petersburg as well as from Moscow to N.Novgorod and Krasnodar Infrastructure development and intensity of transportation on the major routes (indicative) Cargo flows comments • Significant consumer goods and foods flows go from St. Petersburg to Moscow and Nizhniy Novgorod moving further on Krasnodar and Volgograd
St. Petersburg
Moscow
• The biggest volume of consumer goods and foods flows from Moscow region to South and East of Russia
N. Novgorod Yekaterinburg Krasnodar Krasnoyarsk
Volgograd Omsk
Novosibirsk
• Cargo turnover is more intensive within the European part of Russia • Only limited amount of foods and consumer goods are being transported from East to West
Integrated infrastructure development index, based on the length and the quality of the roads(1=min, 100=max) 1-2
2-6
6-26
26-100
Routes popularity Source: Avtotransinfo
Key cities Transport_study
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TRANSPORT MARKET: SEASONALITY
Some cargo types are very seasonal, having a significant impact on transport availability in Russia Overview of seasonal cargo flows
Anadyr
Murmanksk Tiksi Saint-Petersburg Kaliningrad
Arkhangelsk Naryan-Mar
Magadan
PetropavlovskKanchatskij
Dudinka
Moscow
Salekhard Nizhnij Novgorod Kazan
Samara Rostov-na-Donu Novorossijsk Ufa
Ekaterinburg Chelyabinsk Omsk Novosibirsk
Astrakhan Makhachkala
Vladivostok Fruits&vegetables (summer)
Flowers (spring, autumn)
Source: open sources, Roland Berger Strategy Consultants
Fish (spring)
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C.1 Railway transport
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RAILWAY TRANSPORT MARKET: PLAYERS
There are three main options for railway transportation: own fleet, work with expeditors and work directly with RZD Overview of Russian railway system Operations model
Comments • Currently, is a 100% owner of RZD • Annually revises RZD tariffs, balancing between ROI and inflation considerations
Government
RZD (Russian Railway JSC)
RefService
TransContainer
2 Cargo companies
Own wagon fleet
Own TC
Expeditor companies
insulated fleet Planned for future
• Expeditors take care of all problematic issues1) in relations with RZD and transportation organization • Expeditors are also believed to have non-formal connections to RZD management • For end customers, there are 3 major options for railway transportation - Working directly with RZD - Working through expeditors - Using an own fleet, via setting up own transport company
End customers Ownership Business relations
• Owns and operates all infrastructure, locomotives and 2/3 of wagon fleet • In the future, all wagons will be spinned off in two subsidiaries, which may be sold in IPOs • Five major wagon owners RefService, TransContainer, Transles, Russkaya Troika, and RailTransAvto – all RZD owned, with specific market focus • Major users of railway services have own fleet, having 20% discount of RZD tariffs for all routes
Supply Demand
Source: RZD, interviews, press, Roland Berger Strategy Consultants
1) e.g. charges for waiting time, fleet availability, ordering in advance Transport_study
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RAILWAY TRANSPORT MARKET: PLAYERS
RZD/RefService offer lower tariffs than expeditors, yet this requires more planning, relations and extra coordination efforts Overview of railway operational practices Mode of interaction Direct working with RZD / RefService
Operating via expeditors
Operating own wagon fleet
• • • •
Lower tariffs Avoidance of empty run High wagons availability Large geographical coverage
• High bureaucracy and dependence on private relations (on local level/branches) • Monthly planning needed, but not always possible – high delay charges • Low service and quality level: bad timing, delivery of wrong wagon type… • Own coordination and control needed • Only pre-paid system
• Expeditor is responsible for coordination and communication with RZD • Possibility of short-term planning (e.g. 24 hours instead of one month) and post-paid system • Cleaning, shipment, rail station to WH services
• Higher expenses (5 to 10% difference, excluding services) due to possible empty runs and expeditor’s margin • On-time wagon delivery still depends on RZD • Strong planning still needed
• Independent transportation organization • High availability of wagons • Lower expenses
• Dependence on private relations (on local level/branches)1) • Maintenance & repairs expenses • Dispatch and organization needed • Empty run payments
Source: interviews, Roland Berger Strategy Consultants
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RAILWAY TRANSPORT MARKET: TARIFFS
Railway tariffs will be growing by on average 15-20% until 2010, reducing attractiveness of railway vs. road Forecast of railway tariff development CAGR ’06-’10
Railway tariff forecast 8-10% ca. 15% Expeditors markup RefService charges
12-13% 40%50% 40%
6-8% 20%
100%
8-11%
RZD tariff
2006
2010
Source: interviews, open sources, Roland Berger Strategy Consultants
Main trends and drivers
• Imposed by expeditors on their own • Should cover operating expenses and provide for expected profitability • Imposed by RefService, independently from RZD • Aims at covering growing expenses and may in future increase to finance fleet renewal • Imposed by government with active lobby of RZD • Inflation-control lever for government • Should provide certain ROI to stimulate investments in fleet and infrastructure Transport_study
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RAILWAY TRANSPORT MARKET: TARIFFS
The baseline railway tariff is imposed by the government slightly above inflation rate Overview of railway tariffs development Railway tariffs growth vs. inflation [% on year]
Comments • Russian government imposes tariffs for RZD, as for other natural monopolies
Forecast
12,6% 12,8%
11,0% 11,7% 10,9%
7,5%
8,5%
8,0% 9,0%
7,5%
• Therefore, tariffs hikes in 2008-2010 will be above the expected inflation
7,5% 6,5%
2004 Inflation
2005
2006
2007
• The aim of the government is to curb the inflation growth, on one side, and on the other side to stimulate urgently-needed investments in infrastructure
2008
6,0%
2009
5,5%
2010
• Russian government tries to show long-term perspective of tariff development, but due to the active lobbying, the tariffs are constantly changing upwards • Cargo transportation is also seriously burdened by the need to cross-subsidize passenger transportation
Railway tariff
Source: Rosstat, MERT, Refservice, Gudok, Roland Berger Strategy Consultants
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RAILWAY TRANSPORT MARKET: FLEET
After 2010, in Russia there are extremely high risks of insulated railway fleet shortages… Insulated fleet: current situation and longer-term perspective Insulated railway fleet in Russia [`000 wagons]
Possible options • Two key scenarios for insulated fleet development in the mid-term exist on the national level:
ca. 24
– Significant growth of railway tariffs and tightening of perishable goods transportation regulation in favor of RefService
16-17 7-8 2-3 1995 •
•
•
2005
2010
2015
The annual renewal need for RefService, which is estimated at 500 wagons, is not satisfied; with current tariffs, the pay-off period of one new wagon is estimated at 20-25 years Until 2010, the growing demand will be covered by higher utilization rate of the existing wagons, however later a wagon deficit is likely to occur Currently RefService tries to get financial support from the Russian Government, but there is still no reaction
Source: press research, Refservice, Roland Berger Strategy Consultants
– Loosening of perishable goods transportation regulation in favor of producers, thus developing new options for transportation and own fleet growth; demise of RefService • These scenarios would require a different response strategies – Switch to alternative modes of transportation (where appropriate) and capitalizing on (to be developed) relations with RefService – More active participation in transportation management (incl. leasing and dedicated fleet of insulated wagons) Transport_study
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RAILWAY TRANSPORT MARKET: FLEET
… because the current fleet is aging, but the renewal program has not yet been defined Overview of railway fleet for perishable goods transportation Transportation of perishable goods, 2006 100% = ca. 13 m tonnes Own insulated fleet
Roofed wagons, owned by RZD
11% Containers
Own roofed wagons
28%
13%
16% 21% 11%
RefService’s own insulated wagons
RZD’s insulated wagons, operated by RefService
Source: RZD, Gudok, Refservice, Roland Berger Strategy Consultants
Comments • RefService possesses a fleet of ca. 6,500 own insulated wagons and operates 9,500 wagons, owned by RZD • Besides, there are up to 200 independent insulated fleet owners, operating 1-40 wagons, serving mainly most profitable routes • Since 1990s, there have been no purchases of new wagons, with wearing out ratio expected to reach 90% by 2017 • Current level of profitability does not allows for investments in insulated wagons (price - up to 150 000 EUR) • Some companies use containers and ordinary wagons (e.g. Baltika, own self insulated wagons) for shipment of perishable goods. • However, RefService is actively lobbying for prohibiting using those fleet
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RAILWAY TRANSPORT MARKET: LEGISLATION
RefService is lobbying for stricter regulations, while producers of perishable goods lobby for more flexible regulations Requirements for railway transportation of perishable cargo Framework
Temperature
• The transportation of all perishable goods, is regulated by the decree (#38) of Russian Railway Ministry, dated June, 18, 2003 • Producers of perishable goods are lobbying adoption of new technical regulations, which would soften temperature regime • However, it would not be adopted before 2010
• Perishable goods should be transported in insulated wagons at temperatures between +2ºC to +12ºC • In "transition" season1), perishable goods transportation in ordinary roofed wagons is allowed
Packaging and delivery time • Maximum delivery time for perishable goods in insulated wagons stands at 20-30 days vs. delivery in ordinary wagons at 10-15 days, depending on time period
1) by RZD 3 seasons (winter, transition, and summer) are set for each of the 6 zones in Russia, depending on their climate and average temperature regimes Source: legal acts, interviews, Roland Berger Strategy Consultants
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C.2 Road transport
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ROAD TRANSPORT MARKET: PLAYERS
The market for truck companies is segmented between small and large / foreign companies, leaving room for nation-wide development Segmentation of road transportation market COVERAGE Local
Regional
National
International
MAIN CHARACTERICTICS Service & Tariffs Fleet reliability • Lowest
Individuals/ Small LSPs Expeditors
Logistic operators
Foreigners
1) Rough estimation – transportation made by own fleet not included Source: Interviews, Roland Berger Strategy Consultants
• +5-10% mark-up to small LSP
Market share1)
1-60 own • Outdated fleet trucks • Limited knowhow Attracted 100-150 trucks
• Outdated fleet • Limited knowhow
• +10-15% above expeditors
100-250 • Modern fleet own trucks, • Growing know also how attracted
• >100% above Russian majors
100-250 • Modern fleet own trucks • Advanced know how
~40%
~25%
~25%
~10%
Main potential for development Transport_study
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ROAD TRANSPORT MARKET: PLAYERS
Using external transportation companies is a growing trend in the market Overview of road transportation organization Mode of interaction
Description
Fully insourced • Fully insourcing of fleet operations model
Trend • High flexibility and control
• No using of contractor‘s fleet
Combined model
Outsourced but concerned Fully external fleet
• Fleet standstills in low seasons and possible deficit in other periods • Coordination and maintenance needed • Using of own fleet is profitable in most cases only for two-ways routes
• Mixture of internal and external fleet
• Lower costs on profitable routes • Own fleet is used as “Safety net” -> no fleet deficit
• Own fleet is split into separate legal entity • Parent company is the main (or single) client and works only though new entity
• Trucks always available • Coordination and maintenance are the competence of the daughter company
• Subsidiary mainly uses subcontractors -> – Higher tariffs – Lower flexibility
• No own fleet • Or it is split into separate legal entity that services any possible client
• No coordination, maintenance and dispatch responsibilities
• Mother company has no preferences – in case of noncompetitive tariffs it has to find a new transport company
Source: interviews, open sources, Roland Berger Strategy Consultants
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ROAD TRANSPORT MARKET: PLAYERS
Tender system is gaining popularity in large domestic and foreign companies that are operating in Russia Overview of existing approaches to logistics organization Customers
Using existing connections
Scoring
Tender system
• Partners selection based on private relationships and local contacts • Private connections network is also used for getting best offers and conditions and as “control and influence instrument”
• Setting up of LSPs profiles and ratings based on – sending and assessment of questionnaires – creation of the criteria list, and evaluation of LSP – assessment of current partners • Comparison and selection
• Applications for participation in tender / invitation of selected companies (based on market analysis) • Tender process and selection of LSPs based on best offer in the group
It is easier to get better conditions in private negotiations
More objective view compared to existing connections
Most modern, low-cost way to understand and select LSPs
Limited number of LSPs No open competition between LSPs -> no transparency
Too complex for implementation
Possible deterioration of relationships with old LSPs “Individuals” often do not accept tenders Individual negotiations might be needed
Conservative and poorlymanaged companies
Large and middlesized Russian companies
Large Russian companies and subsidiaries of international companies
Source: Interviews, Roland Berger Strategy Consultants
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ROAD TRANSPORT MARKET: TARIFFS
Haulers’ costs in Russia are lower than in Europe, despite higher consumption norms… Comparison of hauler tariff in Russia and Europe Comments
Hauler‘ tariff structure, 2006 [RUR/km and EUR/km] 35.6 RUR/ 1.04 EUR Margin Depreciation Repair and maintenance
Labor
2.4
• 1.0 •
5.5
19.0 RUR/ 0.56 EUR
16.7
2.5 0.8
Taxes
2.5 2.9
• 1.1 •
2.9 Material costs
14.8 9.6
European company on European routes
•
Hauler’s margin - 15% for Russia1) - 3% for Europe Material costs - diesel consumption in Russia varies from 3.5 to 4.5 liters per km compared to 2.5-3.0 liters in Western Europe - tires serve 100,000-150,000 km in Russia, compared with 300,000 km in Western Europe Repair and maintenance - Russian drivers usually use cheaper unofficial repairs, however poor road conditions require repairs more often Labor - wages in Russia accounts for 2.3 RUR per km plus 0.6 RUR social spending, compared to 17 RUR in Europe Taxes - High taxation rates in Russia forces many companies to evade tax payments
Russian company on Russian routes
Source: ASMAP, expert interviews, Roland Berger Strategy Consultants
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ROAD TRANSPORT MARKET: TARIFFS
However, FMCG companies pay additional 50%-100%, which makes transport in Russia more expensive Overview of transportation tariffs evolution in Russia Tariff evolution [RUR/km] % from hauler‘s tariff
100%
5-10%
Tariff negotiations risks
5-10%
40-60%
8-12
19
1-2
150-200% 29-35
• Lack of backhaul in many Russian regions as well as improper planning leads to transport companies including high empty run risks in their tariffs • Besides, lack of own transport by many companies gives them little control over the drivers or/and final tuck-owners, who may prefer working on higher market tariffs on certain routes
1-2
• Moreover, established relations between LSPs in the regions may lead to cartel agreements between them Hauler’s tariff
Expeditor’s markup
Risk coverage1)
Risks of empty run
Total tariff
• Therefore, possibilities to effectively reducing transport tariffs for FMCG companies are very limited
1) Expert estimation based on interviews, incl. all liability for cargo and different types of fines and road charges Source: interviews, Roland Berger Strategy Consultants
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ROAD TRANSPORT MARKET: FLEET
In the past, Russian truck fleet grew on average with 2% annually, which is lower than the demand growth Overview of Russian truck fleet development Russian total truck fleet, 2001-2005 [`000 units]
• The truck segment with carrying capacity of less than 2 tones is growing faster than all other segments – 5-6% per annum
CAGR: +2%
4 480
4 620
4 670
Comments
4 770
4 850
• The segment fleet of trucks with carrying capacity of 2-8 tones has been steadily declining • Moderate growth of high capacity trucks fleet is stipulated by decree #147 of Russian government, which frees leased trucks from imports duty. However, this ruling applies only to trucks, working on international routes • Companies, operating on the domestic routes, buy mainly used trucks from LSPs, which operate on international routes
2001
2002
2003
2004
2005
Source: Gibdd statistics, interviews, Roland Berger Strategy Consultants
• Imports of new trucks is charged with 15% import duty Transport_study
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ROAD TRANSPORT MARKET: FLEET
In the future, 20t trucks fleet will increase at ca. 9-11%, but trucks shortage risks remains Overview of fleet development factors Main drivers of fleet growth SYPPLY
DEMAND
• Growth of presence of international truck producers in Russia: – higher quotas/special offers for Russian market (e.g. Scania, Volvo, MAN, DAF, Chinese producers) – production localization (already being realized by Volvo; others like Isuzu, Hyundai expected in near future) • Higher imports of second hand trucks (mainly from Eastern and Western Europe)
Comments • As a result, the 20 t fleet growth is estimated at 9-11% p.a. • Retail trade is the main driver of the fleet growth; it is developing more active than logistics services • Fleet growth is contained by limited number of competent drivers
• Higher commodities circulation on domestic and especially international routes • Development of the logistics market due to transformation of distributors into logistics operators • Fleet renewal and increase planned by current LSPs and some FMCG producers or retailers
Source: interviews, Roland Berger Strategy Consultants
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ROAD TRANSPORT MARKET: REGULATION
Effective load weight of trucks ca. 20 t for 5 axes truck, higher weight leads to road fines Requirements for road transportation Restrictions to truck length and weight
20 m
Max. axes load
7t
10 t
∑ 21 t
Total weight < 38 t
Comments • Length - length of the ordinary truck1) should not exceed 20 meters - trucks with more length should have an additional approval for each railway crossing - trucks with length more than 24 meters must have additional escort2) • Weight - total weight of the truck is limited to 38 t (with own weight of the truck being at ca. 15 t) - load on the axes for 5 axes truck should be as follows 10-7-21(for the 3 last axes of the trailer) - in spring, some regions impose additional restrictions on weight and axe load Practically, the effective weight loading totals ca. 20 t. Fines range between 500-4000 RUR3)
1) including trailer 2) trucks longer than 30 m require road police escort 3) per check point (located often at each 100 km of the main roads and at the entry to each town) Source: legal acts, interviews, Roland Berger Strategy Consultants
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