THE NATURE UNIFYING THE WORLD · INFORMATION BULLETIN FOR THE SPIEF-2018. strength and power at...
Transcript of THE NATURE UNIFYING THE WORLD · INFORMATION BULLETIN FOR THE SPIEF-2018. strength and power at...
A POOL OF SUPPLIERSThe attractiveness of shipbuilding industry localization in Russian for foreign partners p. 33
MARINE WAY OF DEVELOPMENTThe potential of growth of transnational transit transportation between European ports and the ports of the Pacific region p. 38
RESEARCH FOR FISHINGThe restoration of the Russianscientific fleet for the research and consequent catch of the ocean bioresources p. 20
THE NATURE UNIFYING THE WORLD
FEATURE ONEINFORMATION BULLETIN FOR THE SPIEF-2018
strength and power at sea
D. Manturov / page 02Shipbuilding is the Key Industry
Course for Cooperation / page 03USC’s President Alexey Rakhmanov on importance of international cooperation in shipbuilding
in the fairwayof the eConoMiC foruM / page 05Participants of the Saint Petersburg Economic Forum will discuss the effective use of oceanic resources
sCienCe anD teChnology of the oCeaniC fishing / page 08About history of biological resources development:USSR and Russian Federation
waterway / page 14Deputy Minister of Transportation of the Russian Federation – Head of the Federal Agency of Maritime and River Transport Viktor Olerskiy on the development of inland waterways
a neeD to unify efforts / page 20Why does mankind need a program of experimental research in the World Ocean
v. ruksha / page 24The Arctic – Area of Increased Interest
on the Banks of neva / page 25International exhibition and conference on commercial shipbuilding, navigation, port activities, ocean and shelf exploration
a JoB for a roBot / page 28The head of section in the USC’s administrative office Andrei Dobrokhotov on the marine robotics
s. frank / page 32Arctic cooperation
CoMe to russia! / page 33The attractiveness of production localizationin Russia for foreign partners
northern route towarDs east / page 38The Northern Sea Route: its special role in the economic life of present-day Russia
Countries’ geography / page 40Of global shipbuilding market
ContentsInformatIon bulletIn SPIef-2018
addreSS: 115184, moScow, bolShaya tatarSkaya, bld. 11.JSc uSc’S PreSIdent alexey rakhmanov.
www.aoosk.ruchIef edItor: alIya karImova. executIve edItor: marIa arSenyeva.
deSIgn and makeuP: ‘klImov deSIgn StudIa’. tel.:+7 (499) 740-60-18. www.klImov-deSIgn.ruthe vIewS of the authorS may dIffer from the PoSItIon of the edItorIal Staff.
the front cover: from www.dePoSItPhotoS.com
Shu
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ck
2 I Informational bulletin Informational bulletin I 3
Russia’s shipbuilding industry incorporates 180 enterprises employing a total of about 200,000 people
Denis Manturov,
Minister of Industry and Trade of Russiakey Industry
The past several years have seen the increase
in the production levels and enterprises’ revenues
and we hope that this positive trend will persist.
The calculations show that one person employed
in the shipbuilding sector creates jobs for 4-5 people in allied
sectors; therefore, Russia’s shipbuilding exerts a significant
influence on Russia’s economy, spurring the industry’s growth
in general and facilitating the introduction of new technologies.
Our shipwrights rank among global leaders in
the production of hi-tech unique vessels designed for
the development of hydrocarbon reserves in the continental
shelf of the freezing seas of the Arctic and Far Eastern regions,
transport support, field research and state monitoring
of the continental shelf of the Arctic region”.
2 I Informational bulletin Informational bulletin I 3
again. Over 10 billion tons are transported by sea a year,
which, according to estimates, amounts to 80-90% of global
freight traffic. There is also growing interest in the construction
of new facilities on water. We see growing attention to
the Northern Sea Route and to the Arctic, where the rapid
melting of ice affects climate change, which poses a new
serious challenge for mankind.
Russia has advanced experience of working in the Arctic,
and modern realities require us to develop closer industrial
cooperation both within the framework of the Eurasian
Economic Union and on bilateral basis. Our peoples are united
by both scientific traditions and similar production culture,
which, in my opinion, are a competitive advantage. Sufficient
science and technology base allows us to develop knowledge-
intensive industries and look forward optimistically.
I’d like to note here an important point that opens
interesting opportunities for shipowners and shipbuilders and
can have a strong impact on industrial subcontracting and
cooperation within the Eurasian Economic Union (EEU). In
December 2017, the Russian government approved the draft
EEU agreement on navigation. Previously, it was considered
jointly with the Armenian, Belarusian, Kazakh and Kyrgyz sides.
This document determines the procedure for the navigation
of vessels along the inland waterways of the EEU states. It
regulates the transportation of goods and passengers, transit
passage of ships, bilateral transportation and much more. An
important aspect of the agreement is that each of the Member
States will grant the vessels sailing under the flag of other
Union countries the same rights as their own vessels.
This is especially important because, for example,
the Caspian region becomes the sphere of our joint interest.
The completion of the Trans-Iranian railroad will provide us
with the prospects of rapid cargo deliveries along the South-
North corridor and, when Kazakhstan completes a railway from
China to the Caspian coast, the volume of cargo transportation
on Russia’s inland waterways, along the Volga River will
increase. USC, for its part, seeks to strengthen cooperation
ties with its Kazakh counterparts. So, a project on joint
e
urope continues to be one of Russia’s key strategic partners,
including in the field of shipbuilding. Let ‘s turn to history:
Germany (then the GDR, which was part of the CMEA) built
passenger ships for the Soviet Union for half a century. And many of
them still sail along the Russian rivers. I think it’s difficult to find such
a precedent in the history of shipbuilding. Russia also cooperated
with Poland, Bulgaria, and a number of other European countries.
Nowadays, we continue to be partners and want to develop contacts
in civil shipbuilding.
The example is the construction of reinforced ice-class vessels
at Arctech Helsinki Shipyard based in Helsinki and owned by USC.
The Finnish shipyard’s experience in the construction of cruise liners
is becoming increasingly in demand.
In May, USC is to participate in the St. Petersburg International
Economic Forum, where a large panel discussion on the economy
of the World Ocean is planned. And shipbuilding will be one of its
main topics. It would also be useful to discuss with our partners
issues related to the productive and mutually beneficial cooperation
between Russia, Europe and Asia, as the once popular concept
of a single economic space from Lisbon to Vladivostok still has
its adherents.
Analysis of the global economic situation suggests that a rapid
restructuring of markets is underway, the leaders are changing and
new players are coming. There are many promising areas in the
Eurasian economic space and their development is needed precisely
at the turning times for the economy. And shipbuilding here is one of
the key segments.
Most areas of human activity might well be considered through
the prism of shipbuilding: international politics, security, ecology,
and even the problem of narrowing the gap between the rich and
the poor. After all, the coastal territories remain the most densely
populated areas in the world. A third of the world’s population lives in
the coastal zone, and about 12% are engaged in activities related to
the sea. And it is quite natural that changes occur in this area faster
than in many others.
The volume of transportation by water has started to increase
currently throughout the world and competition in the construction of
giant tankers and bulk carriers has begun. This became profitable
Today’s world needs political, economic and cultural balance, and international cooperation has always been the best way to achieve it
Alexey Rakhmanov, President of JSC USC
OF COOPeRATIONCOURSe
4 I Informational bulletin
Signing of the Memorandum of Cooperation between USC and Cochin Shipyard Limited
management of a shipyard near the village of Kuryk, Mangistau
region is being discussed. USC’s experience might be helpful in
the field of personnel training and certification. We are also ready
to transfer technology solutions to our partners in the Eurasian
Economic Union and implement our proven management systems:
lean manufacturing techniques, project management systems at
enterprises, and a number of others.
I’d like to note that USC’s international contacts have been
steadily expanding lately. For example, we have a good
experience of cooperation with India: in February of this
year, the United Shipbuilding Corporation signed a memorandum
of cooperation with Cochin Shipyard Limited, India’s largest
shipbuilding company. The signing took place in the presence of
Shri Nitin Gadkari, the Minister of Transport of the Republic of India.
The memorandum envisages cooperation within the framework of
the Government of India’s large-scale program aimed at improving
the efficiency of transportation waterways, joint participation in
the design, development and construction of modern vessels for
inland waterways and coastal shipping. In particular, it’s about the
construction of high-speed river-sea vessels, bulk carriers, cruise and
passenger ships, tankers and hovercraft.
Projects to supply civilian vessels to Cuba are also under
consideration. There is interest in a Sredne-Nevsky Shipyard’s
passenger catamaran, which is built using the latest composite
shipbuilding process.
As a whole, USC’s civilian division is growing steadily and civil
vessels are increasingly in demand in our country.
According to the Ministry of Transportation, passenger traffic
of Russian river transport enterprises amounted to 525 million
passenger-kilometers in 2016, which is 6.7% higher than in
the previous year (492 million in 2015). Maritime freight traffic was
120% of the 2015 figure, passenger traffic – 122.8%. Figures for
2017 also show growth. Given that demand for cruise tourism is
increasing, we at USC have already made the first approach to
the renewal of the cruise fleet. Project PV-300 ships are being
built at our shipyards. We are beginning to build
cruise ships of yet another type, the Golden
Ring. Today, USC is on a steady trajectory of
civilian fleet development. As to statistics over
the past ten years (the corporation celebrated
its tenth anniversary in 2017), the number
of ships built at the USC shipyards will be
about 120 units. From 2014 to 2017 alone,
our shipyards delivered to customers fifty
two civilian vessels and pieces of marine
equipment totaling 89.32 billion rubles.
The figure for 2017 is nine vessels worth
37.39 billion rubles. This year we are
going to increase the delivery program to
nineteen ships. Currently, our shipyards are
carrying out contracts for the construction of
sixty-four ships. The total value of the contracts
is 329.7 billion rubles. That is, civil orders should
provide every third ruble in USC’s portfolio of orders.
At the same time, the share of foreign-made components
and equipment in our civilian vessels is quite high, so import
substitution program is most relevant for this sector. It has
become yet another opportunity for Russian shipbuilders to
accelerate the development of new solutions to the widest range
of problems. Some of the solutions found are then tailored and
implemented in the military shipbuilding projects.
A number of foreign companies are ready to localize both
general and special marine equipment, both in the form of final
assembly and production of some units.
Finally, closer integration of the Eurasian and European
manufacturers of river and marine equipment should become
yet another challenging task. It’s in our power to start work
on joining together efforts and expanding cooperation, jointly
overcoming the emerging difficulties. We need only good will and
understanding that this is mutually beneficial, quite natural and
most productive movement into the future.
Growth in maritime freiGht traffic, %
2015
2016 120
122,8
0 0125
PassenGer trafficrussia’s river transPort comPanies, mln Pass. km
(according to Russia’s Ministry of Transportation)
2015
2016 525
492550
(according to Russia’s Ministry of Transportation)
9 ships were commissioned in 2017.
in 2018, we are planning to commission
19 ships
Informational bulletin I 5
IN THE FAIRWAYONE OF THE MAIN THEMESOF THE ST.PETERSBURGINTERNATIONAL ECONOMIC FORUMWILL BE THE EFFECTIVE USE OFTHE WORLD OCEAN
The importance of the World
Ocean for the economy
is huge. It is a source
of bioresources and
alternative energy. It contains
colossal oil-and-gas fields and
numerous logistic routes. The
effective use of the World Ocean
will become one of the key
themes of the St. Petersburg
International Economic Forum
(SPIEF).
The St. Petersburg International
Economic Forum has been
held annually since 1997 and
has become the largest event
in Russia, a platform for the
discussion of contemporary
trends in the development of
global economy. The Forum
gives a unique opportunity of
a direct and open exchange
of opinions between the
representatives of the authorities,
business and expert community
on the topical issues of the
global and Russian agenda. It is
no wonder that it is unofficially
named as the ‘Russian Davos’.
In 2005 the Forum in St.
Petersburg was attended for
the first time by the President
of the Russian Federation
Vladimir Putin. Since 2006
the SPIEF is held under his
patronage. And a year later a
special fund was established
to organize the event. The fund
was later renamed into the
‘Roscongress’. This helped to
reach the new level of quality of
the forum. The ‘Roscongress’
not only shapes the substantial
agenda of the events, but
also provides consultation,
information and expert support
to the participants, assists in the
promotion of business projects
and attraction of investment
as well as in the development
OF THE ECONOMIC FORUM
St. Petersburg International Economic Forum 2017. Panel session. Global cyber threats: is safe development of digital infrastructure possible?
6 I Informational bulletin Informational bulletin I 7
USC President Alexey Rakhmanov and President of the Russian Chamber of Commerce and Industry Sergey Katyrin
the President of the Republic of
Moldova Igor Dodon.
More than 500 leading experts from
Russia, Europe, the USA, Australia
and Asian countries took part in
the development of the business
program of the forum. Those were
representatives of various economic
schools, development institutions,
business circles from all over
the world. The number of events
almost doubled compared to the
previous year: a total of 127 events
were organized in the format of
panel sessions, round tables, TV
debates, business breakfasts and
business dialogues. More than
900 moderators and speakers
discussed the search for a new
balance of the global economy,
the transition to a new industrial
tenor (digitalization), the economic
strategy of Russia in the new
conditions, as well as improving the
investment climate and business
conditions in the country.
BUILDING TRUST This year the key theme of the St.
Petersburg International Economic
Forum, which will be held on May
24-26, is ‘Building a Trust Economy’.
The discussions within the sessions
of the business program will be
channelized in four thematic areas.
The ‘Global Economy in an Era of
Change’ thematic block will touch
upon all aspects of economic
relations in the changing world –
from demography and solving
problems of social inequality to the
development of energy and the
application of new technologies in
the agro-industrial complex. The
focus will also be on the economy
of joint consumption, the economy
of the World Ocean, charity and
philanthropy.
Within the ‘Harnessing Russia’s
Growth Potential’ section the
participants will discuss the major
challenges, which the country’s
economy is facing, export potential
of Russia’s creative industries, ways
to approach the leading positions in
the world technological and energy
sphere. In addition, the results of
the national rating of the investment
climate in the regions of Russia
will be announced, and a session
devoted to the contest of start-ups
‘A Million Dollar Business Idea’ will
be held.
In the ‘Technology for Leadership’
thematic block there will be
discussions on the influence of new
technologies on all the spheres of
life. The participants will cover the
use of artificial intelligence in the
real sector, the use of the distributed
ledger technology in management
and business, the construction of
digital infrastructure, gene therapy
Denis Manturov, Minister of Industry and Trade of the Russian Federation
of social entrepreneurship and
charity projects.
Initially, the St. Petersburg
International Economic Forum
was held at the Taurida Palace
in Saint-Petersburg, later on –
in the territory of the ‘Lenexpo’
exhibition complex on the Basil
Island. Since 2016 it has been
held at the ‘Expoforum’ congress
and exhibition centre, which is
three times bigger in size than
the previous venue.
In 2017 the Forum gathered a
record number of participants,
i.e. over 14 thousand people,
including the representatives
of business (heads of more
than 1000 Russian and foreign
companies), officials, experts,
scientists and journalists.
As many as 475 investment
agreements, memoranda and
agreements of intent at a total
cost of 1817.9 billion roubles
(excluding those cases where the
contract value is the commercial
classified information). For
comparison: in 2015 there were
205 agreements signed within the
SPIEF, and in 2016 – 356.
The central event of last
year’s forum was the plenary
session with the participation
of the President of the Russian
Federation Vladimir Putin,
Prime Minister of the Republic
of India Narendra Modi, Federal
Chancellor of the Austrian
Republic Christian Kern and
USC’SPORTFOLIO
OF ORDERS FOR THE END OF 2016
INCLUDED
OVER 70SHIPS
6 I Informational bulletin Informational bulletin I 7
China, Namibia, Norway, USA,
Sierra Leone, Chile and Japan. In
total, more than 1,600 people took
part in the International Fisheries
Forum, and nearly half of the total
number of the participants were
foreign experts, managers and
representatives of fishing agencies.
The forum also hosted an exhibition
of the fishing industry, seafood and
technologies, where the leaders of
the Russian and foreign industries
were given the opportunity to
present their products.
Given the positive experience, it is
planned to hold the International
Fisheries Forum annually. This
year it will occur on September
13-15 at the ‘Expoforum’ congress
and exhibition centre in Saint
Petersburg.
and breakthrough technologies in
medicine.
The ‘Human capital in the Digital
Economy’ block is devoted to the
issues of transformation of the
world labour market, the role of
education in the digital economy
and competitiveness in the
knowledge-driven economy.
The Forum will also accommodate
the meetings of the business
circles of Russia and visiting
nations, i.e. France and Japan.
Separate meetings are planned to
be held with the representatives
of the business communities
from the USA, India, Italy, Finland
and Africa. Thematic business
breakfasts will bring together
representatives of pharmaceutical
companies and the IT-industry.
THE ECONOMY OF THE SEA The maritime theme will be
sounded at the St. Petersburg
International Economic Forum
for several times. The issues,
related to, inter alia, shipping and
shipbuilding will be discussed
at the session dedicated to the
economy of the World Ocean.
There are also plans to hold
a session of the International
Arctic Forum - ‘Arctic: Territory of
Dialogue’ on the theme of ‘Arctic
Potential. The Northern Sea Route
as a Driver for Economic Growth’.
Besides, the site of the forum will
host an industry exhibition - Chalet
‘Russian Fish House’, which will
combine a restaurant format and
a business zone for presentations.
The fishermen there will be able
to communicate with each other
and discuss the problems of the
industry, as well as to establish
and strengthen business ties with
representatives of the largest
shipbuilding companies and
financial circles.
The theme of the World Ocean
has been discussed at other large-
scale events, organized by the
‘Roscongress’. In particular, it was
reflected at the Eastern Economic
Forum in Vladivostok in 2017,
which hosted a thematic session
‘Development of the Northern Sea
Route. From Words to Deeds.’
The Northern Sea Route is the
shortest one from Asia to Europe,
and, according to experts, after
2050 it will be available for the year-
round passage of vessels without
any ice escort. Based on that, it is
strategically right to develop the
Northern Sea Route already now,
not only exclusively in the interests
of moving out natural resources from
the Arctic zone or of the delivery of
goods to the northern territories of
Russia. In 2016, a model for creating
a regular Arctic container line on
the basis of the Northern Sea Route
was developed. A niche, in which
shipments along the Northern Sea
Route will be more profitable than via
the southern route, is the transit of
container cargoes between the ports
of North-East Asia (China, Japan,
the Republic of Korea) and Northern
Europe (Rotterdam, Hamburg, etc.).
Container traffic on the routes is
about 455 thousand TEU (Twenty-
Foot Container Equivalent Unit).
The growth of cargo turnover is
facilitated by the implementation of
projects to build the port of Sabetta
and the exploration of gas fields in
Yamal, the ‘Yamal-LNG’.
One more maritime agenda
event of the ‘Roscongress’ fund
is the International Fisheries
Forum. The first forum, held
in September 2017 in St.
Petersburg, gathered on its site
representatives of business
circles, fisheries organizations and
relevant government agencies
from nineteen countries. Those
included Australia, Brazil,
Germany, Iran, Iceland, Canada,
As many as 475 investment agreements, memoranda and agreements on intent were signed at the forum at a total cost of 1817.9 billion roubles
Plenary meeting.Federal Chancellor of Austria Christian Kern,
President of the Republic of Moldova Igor Dodon,Indian Prime Minister Narendra Modi,
Russian President Vladimir Putin
President of the Russian Chamber of Commerce and Industry Sergey Katyrin and Director of the ‘Roscongress’ Foundation Alexander Stuglev
The
phot
os a
re p
rovi
ded
by th
e R
osco
ngre
ss F
ound
atio
n
8 I Informational bulletin Informational bulletin I 9
8 I Informational bulletin Informational bulletin I 9
The exposure of such areas and
prospects of their exploitation was
carried out with the use of complex
fish-searching scientific studies. This
approach to the organization of practical activities
compared our country favourably with the world
fisheries industry. In the postwar years, large-
scale complex scientific fishing expeditions were
carried out in different areas of the World Ocean
that were promising for fishing.
It is well known that scientific support and
justification of effective fisheries is based on
a profound understanding of the catch limit
values. It is based on the knowledge on the
state of the feeds provision, the dynamics of
the fishing grounds population and capabilities
AFTER THE GREAT PATRIOTIC WAR THE MINISTRY OF FISHERIES OF THE USSR HAD A TASK TO ICREASE THE VOLUME OF SUPPLIES
OF SEAFOOD TO THE COUNTRY’S INTERNAL MARKET. IT WAS IMPOSSIBLE TO FULFILL THIS IMPORTANT TASK
WITHOUT EXPLORATION OF NEW FISHING AREAS
OF THE OCEAN FISHINGSCIENCE AND TECHNOLOGY
Mikhail GLUBOKOVSKY
Professor, doctor of biological sciences, research supervisor of the All-Russia Research Institute for Fishery and Oceanography
Alexander GLUBOKOV
Doctor of biological sciences, head of section of the All-Russia Research Institute for Fishery and Oceanography
10 I Informational bulletin Informational bulletin I 11
of their reproduction. All those biological characteristics
are in direct dependence on the state of different physical
and chemical factors of the environment, inhabited
by living marine organisms. These circumstances predetermine
the complexity of the beforehand studies of the state of fishing
grounds in the ocean and the planning of the rational catch
allowing for their preservation and restoration. The elaboration and
consecutive implementation of this strategy was facilitated by the
appearance of new types of vessels, i.e. medium and large freezing
trawlers, floating factories (mother ships), industrial and transport
refrigerators. Many of them were built at foreign shipyards in line
with the order of the USSR’s Ministry of Fisheries and permitted
to catch fish and seafood, conduct its technological processing
and transportation to coastal bases and carry out different fishery
research studies during long-term autonomous sea voyages. This
type of trawlers launched a new stage of theoretical studies and
industrial exploration of water biological resources in distant areas
of the World Ocean.
ANTARCTIC FISHINGIn the summer Antarctic season of 1946-1947 the ‘Slava’ fleet
of whalers conducted its first fishing voyage to the waters of
the Southern Ocean. The research studies were conducted by
this fleet of whalers in 1950-1960-ies too. In mid 1950-ies the
Council of Ministers of the USSR approved of the program for
the development of the country’s fleet of whalers, submitted by
the Ministry of Fisheries. As a result, two mew fleets of whalers
were built in the Soviet Union in 1959. In 1961 one more was
80SEARCH
SCIENTIFIC
VESSELS
THE FLEETOF THE RESEARCH SCIENTIFIC INSTITUTES OF THE FISHERY INDUSTRY
1970
120 MAINLY BRAND NEW VESSELS
BY MID-1960-IES THE SOVIET FISHING EXPEDITIONS HAD COVERED OVER 80 PERCENT OF THE SOUTHERN OCEAN WATERS. IN 1970-IES THE SOVIET CATCH IN THE SOUTHERN OCEAN REACHED 98.7 PERCENT OF THE TOTAL WORLD’S VOLUME
40RESEARCH
VESSELS
A. K
rivz
un
10 I Informational bulletin Informational bulletin I 11
created with the base port in Vladivostok.
The USSR used them to organize the whale
fishing in all the three sectors of the Southern
Ocean, i.e. of the Atlantic, Indian and Pacific
oceans. The studies of whales’ and cachalots’
nutrition, as well as visual observation of the
sea surface help to organize the catch of krill -
small crustaceans, rich in protein, which are the
main forage resource of whales. In the period
from 1961 to 1964 the Institute for Fishery
and Oceanography and the Atlantic Research
Institute of Marine Fisheries and Oceanography
organized several research expeditions to study
the opportunities for krill fishing in the Southern
Ocean. Subsequently their tasks were expanded
by covering exploration of potential commercial
fish and invertebrates of the Antarctic. In
general, the Soviet fishing expeditions had
covered over 80 percent of the Southern Ocean
waters by mid-1960-ies. The USSR was the first
world country to start commercial fishing in the
Antarctic waters. In 1970-ies the Soviet catch in
the Southern Ocean reached 98.7 percent of the
total world’s volume.
A great role in the intensification of the country’s fishing and
Antarctic studies was played by the permanent Antarctic Integrated
Fisheries Expedition, created in 1971 under the aegis of the Ministry
of Fisheries of the USSR. It provided for the effective coordination of
the research efforts of the industry’s institutes in Moscow, Kaliningrad,
Murmansk, Vladivostok and Kerch and fish finding missions by the
basins’ fishery divisions with the use of the fishing fleet. In addition,
it became possible to significantly reduce the time of putting the
results of the research works into the practice of industrial fishing. The
number of scientific research voyages to the Antarctic used to reach
12-15 per year.
The results of the Antarctic studies were the description,
assessment of resources and organization of fishing for a number
of new types of hydrobionts, i.e. the Notothenia, Patagonian and
Antarctic toothfish, several species of mackerel or normal icefish,
lanternfish, Antarctic silverfish, calamary, krill, and marine mammals -
whales and seals.
The Soviet Antarctic expedition, which had been working on a
permanent basis in the South polar region since 1956, contributed a
lot to the development of the country’s fishing fleet in the Southern
Ocean. It helped to carry out special hydrometeorological and
hydrographic studies ensuring the safety of navigation of fishing
vessels. Special ‘ship radio tables’ were set up on the Soviet
coastal Antarctic stations ‘Bellingshausen’, ‘Molodezhnaya’, ‘Mirny’
and ‘Leningradskaya’ to support radio communication of fishing
vessels with their regional coastal centers, as well as to transfer
to them operational and prognostic
hydrometeorological information, including
sea ice distribution maps compiled
according to satellite data. In 1988, the
Soviet Antarctic station ‘Bellingshausen’
completed the construction of an oil depot
designed to store 90,000 tons of diesel fuel
to meet the needs of the Antarctic expedition
and the fishing fleet operating in the Atlantic
and Pacific sectors of the Antarctic.
ANTARCTIC FRONTIERS Simultaneously with the Antarctic
expeditions of the USSR’s Ministry of
Fisheries, the research of the water
biological resources of the North-
Eastern and North-Western Atlantic
was going on. Valuable scientific and
industrial data was received during the
Medvezhinsk-Spitsbergen and Icelandic
herring research and fishing expedition in
1947. The development of the Russian
fishing in the Baltic Sea was facilitated
by the outcomes of the complex Baltic research and fishing
expedition of 1948-1949.
Studies on commercial fishing in the North-Western part of the
Atlantic Ocean made it possible to start the industrial exploration of
fish resources at the banks of Newfoundland, Flemish Cap, Georges,
Nova Scotia shallow waters, Northern Labrador and Greenland.
In the period of 1957–1958 the scientific and search
expeditions to the central-eastern part of the Atlantic Ocean
near the coast of Western Africa discovered huge
resources of large concentrations of sardinella in
the Cape Verde Islands and the Gulf of Guinea,
populations of Sparidae fish, tuna, and others.
Subsequent expeditions revealed areas of
commercial concentrations of pilchards, mackerel,
horse mackerel, sardine, sea breams and other species
in the vast space from the shores of Morocco to South Africa.
In 1962 the works on the research of the western tropical
part of the Atlantic Ocean started, including the Gulf of Mexico
and the Caribbean Sea. There large concentrations of bottom fish
were discovered at the banks and pelagic fish in the open part of
the western sector of the Atlantic Ocean and on the Patagonian
continental shelf.
In addition to the new areas of the fishery discovered in the
Atlantic Ocean, it became possible to identify new fishery
objects: polar cod, capelin, blue whiting, alewife, mackerel,
straptail and others. This helped to substantially increase the
country’s fishing haul in the World Ocean.
THE SHARE OF THE SOVIET UNION’S CATCH OF WATER
BIORESOURCES IN THE SOUTHERN OCEAN
97,8USSR
( 1970, % )
A. K
rivz
un
riA
nO
vOST
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12 I Informational bulletin Informational bulletin I 13
ROARING SUCCESS IN THE PACIFIC OCEAN In 1958 wide-scale complex fishing industry research
studies were launched in the northern part of the Pacific
Ocean. The long-term works helped to study the vast areas of
the Bering Strait, the Gulf of Alaska, western and eastern areas
of the northern part of the Pacific Ocean. The expeditions found
and described different gatherings of crabs, flounder, sea bass,
cod, saury, horse mackerel, mackerel, Far Eastern herring, coal
fish, pollock, hake. The last there species form the most numerous
accumulations on the shelf and the continental slope of North
America. Already by mid 1960-ies the Bering Sea and
the Strait of Alaska had become one o the most
important areas for the Soviet industrial fishing
in the World Ocean. For the first time in the
history of commercial fishing research, the
applicability of trawl fishing in deep sea areas
(300–1000 meters) was proved. In the period
of five years from 1958 till 1963 the Soviet fishing
fleet doubled the haul of water biological resources.
In 1961–1962 the first scientific and search expedition to the
Indian Ocean took place, which laid foundations for the systematic
studies of water biological resources of that region. In 1963-1964 the
feasibility study on the organization of Soviet tuna fishing in the Indian
Ocean on the ‘Krasny Luch’ tuna-fishing base was launched. In 1966
the whole northern part of the Indian Ocean was examined, including
the Red, Arabian and Andaman Seas, the Bay of Bengal. As a result
of the expedition, commercial descriptions of the aggregations
of tuna, sardinella, sardine, horse mackerel, red hakes, sea breams,
calamary, etc. were prepared.
Already in 1961, as a result of profound theoretical scrutiny
of all the issues, related to the studies of the World Ocean biological
productivity, the oceanic catch made up around 90 percent of the
total volume of fishing in the USSR. In ten more years the research
institutes of the fishing industry possessed 120 ships, most of which
were newly made. 40 of them were mostly scientific and search,
80 – engaged mostly in exploratory research.
RATIONAL APPROACH The boosting of ocean fishing in 1940-1970-ies led to the necessity
to conclude a series of regional agreements in the area of commercial
fisheries. By late 1970-ies the USSR participated in more than
100 international multilateral and bilateral agreements on commercial
fishing, where Soviet specialists were upholding principles of long-
term rational exploitation of water biological resources basing on the
NAmE
Fish and crustaceans, shellfish and other invertebrates,mil. US dollars, including:
Fresh or iced fish,excluding fish fillet, th. tons
Frozen fish,excluding fish fillet, th. tons.
Fish fillet and otherfish meat, fresh, iced or frozen,th. tons
Dried or salted fish,fish in brine, th. tons
Crustaceans live, fresh, iced,frozen, dried, salted or in brine,th. tons
Shellfish live, fresh, iced, frozen,dried, salted or in brine,th. tons
Aquatic invertebrates , excl. crustaceans and shellfish live, fresh, iced, frozen, dried, saltedor in brine, th. tons
Fish meals, preserved fish, sturgeoncaviar, caviar substitutes, th. tons
Ready or preserved crustaceans, shellfishand other aquatic invertebrates, th. tons
2000 201420102 2015 2016export
1483
73.8
818
139
45.8
46.9
21.1
–
15.8
3.1
export
3619
10.5
1487
107
9.4
52.7
19.6
8.1
20.6
0.9
export
2708
1.3
1501
63.3
5.7
33.5
16.0
–
25.7
1.1
export
3502
2.7
1596
101
5.7
54.8
20.0
8.2
13.6
0.6
export
3710
2.9
1678
112
6.4
63.6
23.5
9.8
15.7
0.7
import
134
6.5
310
10.9
9.2
7.8
0.8
–
123
0.9
import
2565
86.3
438
125
17.7
52.1
38.8
0.1
119
15.1
import
2033
104
550
137
12.9
62.0
21.4
–
94.2
11.2
import
1356
29.7
301
69.8
22.5
23.0
24.4
0.02
79.4
10.5
import
1398
25.8
271
61.9
23.3
32.3
24.9
0.03
61.2
13.9
FISH / FISH PRODUCTS / MARINE PRODUCTS EXPORT AND IMPORT / RUSSIAN FEDERATION 1
1) RF FCS data, incl. mutual trade with Eurasian Economic Union member states; export of fish, fish products, marine products, fished out and sold outside custom mutual trade s controlled area.2) excluding mutual trade between the Russian Federation and the Republic of Kazakhstan for July- December 2010, due to cancellation of custom clearance formalities on the border of RF and Kazakhstan from the 1st of July, 2010
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12 I Informational bulletin Informational bulletin I 13
annually updated information, which had been
steadily collected since 1920-1930-ies.
Wide-scale complex research on
commercial fishing, active participation in
international organizations and bilateral
contacts, ensuring favourable legal framework
for the country’s fishing in coastal waters
of many countries, including the USA and
Canada, allowed the Soviet Union to reach
the first position in the world on fish haul by
mid 1970-ies. Simultaneously the share of
the USSR’s catch made up the record of 16
percent from the overall world volume in 1975.
By late 1970-ies the process of
establishing 200-miles fishing areas, within which coastal countries
posses their sovereign rights to fish water biological resources,
had been mainly completed. The rights of coastal countries were
fixated by the UN Law of the Sea Convention of 1982. In this context
the USSR Ministry of Fisheries set up a task for the commercial
fishing science to boost the search and provide a description of
new productive areas and objects of fishing beyond the 200-miles
long exclusive economic zones. As a result of the Soviet research
expeditions of 1960-ies and the first half of 1970-ies, the southern
part of the Pacific Ocean was determined as one of the priority
areas of search for fishing industry. Integrated ecosystem research
expeditions helped to discover, describe and provide sustainable
exploitation of one of the largest world fishing aggregations of the
Pacific horse mackerel. That region used to take a vast water area
from the shores of South America to New Zealand and Australia.
The integrated character of the approach permitted the collection of
huge packages of multi-year data on the status of the main fishing
resources of hydrobionts in the southern part of the Pacific Ocean,
i.e. the Pacific horse mackerel, Peruvian mackerel, Peruvian sardine,
golden-eyed perch.
Owing to the trustworthy information on the structure and
dynamics of resources in the seasonal and gross annual dimensions,
irrespective of the active fishing for 13 years from 1978 till 1990, the
average Russian catch in the southern part of the Pacific Ocean
exceeded one million tons, and the share of the Soviet catch of
South-Pacific horse mackerel composed 30-45 percent of the world’s
total number. At the same time, none of the resources have been
undermined or even fished beyond permitted levels.
THE END OF THE BELLE EPOQUE In 1980-ies the USSR continued the active investigation of the water
bioresources of the Southern Ocean. Since 1984 there were regular
synchronous integrated surveys with simultaneous participation of
several ships. International surveys of that type started only 15 years
later. Based on the results of these studies, Soviet scientists prepared
forecasts on the state of the reserves, gave recommendations to the
fishery. The result was a multiple increase in the country’s catch of
toothfish, krill and nototheny. In the 1980-ies, the share of the Soviet
catch in the Southern Ocean of the global one remained at a very
high level - 77-92 pecent.
Owing to the joint efforts, taken by the commercial fishing and
academic science, employees of the Ministry of Fisheries and Soviet
fishermen, the USSR used to keep the leading position in the world
fishing until the last years of its existence.
After the USSR disintegration in
1991 the former Soviet republics received
the status of independent subjects of
international law. Profound political and
legal changes in the life of our state were
directly linked to the Russian Federation’s
transition to the new conditions of economic
management. Since the beginning of 1990-
ies the budget financing of commercial
fishing and academic science was reduced
and for some budget items it was stopped
entirely. The major part of the fishing fleet
was privatized, internal prices for ships’ oils
and lubricants grew up considerably. As an
outcome, part of the expeditionary and fishing fleet was liquidated, the
construction of new ships halted, the integrated ecosystem research
of the southern part of the Pacific Ocean, the Southern Ocean, central
and southern parts of the Atlantic and Indian oceans were terminated
almost completely. Since 1992 the expeditionary fishing in remote
areas of the World Ocean, including the zones of foreign countries,
practically stopped or reduced considerably. By 1994 the share of the
Russian fishing came down from 16 to 4 percent of the world’s total.
GROWTH ON THE BACKGROUND OF STAGNATION In the beginning of the 21st century, implementing the Russian
Maritime Doctrine, the Russian Federal Agency on Fisheries made
efforts to restore the country’s leading positions in international
commercial fishing research and world production of water
bioresources.
The growth of the Russian fishing in international waters and
related research studies is unfolding on the background of the halt
in the growth of the world production of fish and other hydrobionts,
e.g. in 1994 the global haul of water bioresources reached 95 million
tons, and ever since it has been keeping approximately the same
level. The stagnation of the commercial fishing is explained by the
lack in the World Ocean of unregulated stocks of water bioresources,
the haul of which can be economically justified at the current stage. It
is understood that in such conditions the competition for the access
to them is getting tougher, and the increase in Russia’s fishing
volumes leads to a strong opposition from the part of other
fishing countries with a simultaneous lobbying of own
interests. One does not need to be a prognosticator
in order to realize that in the near future the
activities of the regional organizations on the
management of fishing and of a number of non-
governmental structures towards this direction will
only continue to grow.
This leads to a conclusion that one of the major
conditions for Russia’s keeping its right to fish in productive areas
of the World Ocean is to conduct qualitative and regular research
projects on the status of water bioresources. For these reasons
the Federal Agency on Fisheries took a decision to have built
two state-of-the-art scientific research vessels, equipped with the
modern devices and facilities, including a helicopter landing zone.
The commissioning of these ships will increase the competitiveness
of the Russian scientific data, which is needed for the safeguarding
of Russia’s access to the fishing of water bioresources in
the World Ocean.
Своими глазами
RUSSIA’S SHARE IN THE GLOBAL FISH CATCH, %
1994
41975
16
FISH / FISH PRODUCTS / MARINE PRODUCTS EXPORT AND IMPORT / RUSSIAN FEDERATION 1
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Self-propelled oil tanker project RST-27
14 I Informational bulletin Informational bulletin I 15
Mr. Olersky, what is today’s condition of inland waterways?
Here our country possesses considerably spread and
multilevel resources. In terms of the waterway stretch Russia
is the world’s first state. The length of water routs used for
navigation in Russia is significantly larger than in the U.S. and all
countries in Western Europe.
Most of the Russian waterways are concentrated in Siberia,
up to 64 percent, with the Central and Northern
regions accounting for 26.9 percent and 9.1 percent
respectively. Plans are to provide in 2018 the same
quality parameters of the waterways as in 2017.
A real milestone was a meeting of the Russian
State Council on August 15, 2016, which resulted
in the decision of the Russian President covering
among other things the elimination of restrictive
portions of inland waterways of the Unified Deep-
Water System of European Russia. Besides, other
arrangements made by the President was gradual
transition to regulatory maintenance of inland
waterways and navigable hydraulic engineering
facilities, as well as long-term state earmarks
supporting Russia’s civilian shipbuilding capabilities.
The primary task facing us is the construction of
the Nizhny Novgorod and Bagaevsky waterworks. Already
underway, the projects have gone into the construction phase.
April 24 saw the beginning of the 1st phase of the Bagaevsky
low-pressure facility construction downstream the Don
river, supported by the Federal Earmark for Development of
the Russian Transport System in 2010-2020. Final steps have
been taken in state assessment of the design documentation for
construction of major facilities of the waterworks and measures
for improvement of the water-storage reservoir area.
The facility is to be commissioned late in 2020.
The other project will also kick off this year to deal with
the major bottle neck in the Russian Deep-Water System
and by implication put an end to long-hours of delay and
underloading of vessels. So far, the project has progressed
to engineering of the major construction phase.
Both projects will pave the way for the best conditions
for through-and-through navigation between
the Baltic, White, Caspian, Azov, and Black seas.
Naturally, this will encourage ship operators to
order and build a new modern fleet.
The decision of the State Council to
gradually transition to normative funding
of maintenance of the inland waterways
resulted last year in extra 4.5 bln. RUR
allocated to the field, bringing the aggregate
total to 17.9 bln. RUR. This immediately
had a positive impact on the 2017 navigation
period providing a leap in the waterway quality
and measures to improve reliability and safety
of waterworks. In terms of bottom dredging
the output almost doubled.
Of course, further maintenance of waterways
and waterworks, as well as growth of traffic are contingent
on consistent funding at the prescribed level. Appropriate
measures have already been taken with the Russian
Ministry of Finance.
In accordance with decisions of the State Council
Board and corresponding instructions made by the
Russian President efforts have been taken to improve
inland waterways. Where the navigation passes have been
Victor Olersky,
Deputy Minister of Transport of the Russian
Federation – Head of the Federal Agency
for Marine and River Transport
Development and improvement of inland waterways make up one of the most essential subjects for those in the transportation and shipbuilding businesses as well as shipowners.
extra
4.5 bln. rUrallocateD for maintenanceof inlanDwaterways last year
of waterPatH
16 I Informational bulletin Informational bulletin I 17
enlarged since last year, we also observe recovery of traffic
today. For the first time in many years the inland waterborne
traffic has hit a positive, albeit modest, trend.
Has the freight traffic also stabilized in the inland
waterways?
Last season saw a 0.5 percent year-over-year increase
bringing the indicator to 118.6 mln. tons. Needless to
say, it became possible only after the 4.5 bln. increase in
investments into the infrastructure maintenance of the inland
waterways. This, by the way, provided money for construction
of the Nizhny Novgorod and Bagaevsky waterworks.
To maintain the positive trend at the beginning of this year’s
navigation season, the Russian Federal Agency for Maritime
and River Transport (Rosmorrechflot) is resolved to improve
the waterway conditions even if funds for infrastructure
maintenance are cut.
Intensified overhaul at 59 navigable waterworks facilities
already resulted in better safety conditions and reliability
providing uninterrupted traffic of vessels.
What types of vessels are the most demanded today in
inland operations?
Given the footprint of the inland traffic, almost all types
of vessels are needed, including dry-cargo freighters and
tankers. Operating in European Russia, boasting depths of
three to four meters, are mostly old and new river-sea ships
with a carrying capacity of 3,000 to 5,000 tons. However, it
would not be a surprise at all to see river vessels or tugboats
towing barges. Ship operators take advantage of leasing
opportunities rather actively to upgrade their tanker and
dry-cargo fleets.
In the Northern Dvina and Pechora, as well as
waterways in Siberia and Russia’s Far East, the number
of shallow draft tugboats and barges or self-propelled
river vessels for that matter is far greater then in European
Russia. Being rather savvy and interested in achieving
the best results, most ship operators determine themselves
the needs in equipment. The state regulates economic
environment for operations and sets development priorities
in ship-building. These shape the policy of river shipping
companies in construction of new vessels and getting
subsidies for upgrading their fleets.
The way I see it, the requirement for upgrading
the cargo fleet in the professional river shipping
community is already taken for granted, thus top
on the agenda is providing such conditions for
the business to implement this ideology. Some
progress has already been made down the road, by
no means devoid of its share of bumps.
There are considerable shifts to the better in
the design portfolio offered to the Russian customers.
As part of the efforts to upgrade the
merchant marine fleet under the Federal Earmark
‘Development of Merchant Marine Equipment
in 2009-2016’ a number of conceptual designs
emerged in 2011-2012, encompassing passenger
vessels, to provide services in all sectors, namely
tourist, transportation, including crossing, and
pleasure lanes.
Knyaz Vladimir liner
16 I Informational bulletin Informational bulletin I 17
Does the state support these projects?
I would say that the state has created major essential
tools for the construction of a new merchant fleet of river
shipping companies to transition from being adventures with
an unpredicted outcome to routine management operations
conducted on the basis of economic factors, stability of the state
policy, and market environment predictable in the long run.
Making a difference in upgrading the merchant river
fleet is a federal law, stipulating amendments to certain
regulations in Russia in support of state measures backing up
shipbuilding and navigation.
Since the bill passed in November 2011, about 200 new
vessels have been constructed.
A state measure has been running for a while
reimbursing Russian transportation and shipping companies
for part of the money they spent to pay interests on credits
granted by Russian banks. This is stipulated in the decree of
the Russian Government of May 22, 2008.
Another decree, adopted last year on March 27,
regulates procedures for subsidizing Russian
organizations from the federal budget to cover part
of their spending on acquisition or construction of
new merchant ships to replace those turned in for
scrapping. This fund amounts to an aggregate total
of 2,700,934,200 rubles.
The subprogram “Inland Water Transport”
stipulates construction of six Sura-class passenger
paddle steamers with the money coming from extra-
budget funds.
Last year, following a Presidential decree a new
passenger lane was introduced to connect Sochi,
Novorossiysk, Yalta, and Sevastopol. Runnin on
the lane is the cruise liner Knyaz Vladimir, owned
by Rosmorport’s subsidiary. Over the past year, she
carried 5,157 people
in 18 cruises. The average load of the ship was 48
percent, a rather good result for the first season on the route.
A market analysis suggests that the new tourist product has
already met its user. It was a month before this year’s season
kicked off and almost 3,500 tickets had already been sold.
April 29 saw the liner on her first cruise between
the tourist centers in the Krasnodar region and Crimea
marking the beginning of the 2018 season.
Though, Knyaz Vladimir can accommodate 800
passengers and 250 crew, the operator decided to trade off
the capacity in favor of comfort cutting the number of tourists
per cruise to 600. Besides, the number of shore tours offered
on the cruise has increased dramatically.
The Ministry of Transport in a concerted effort with
the Ministry of Industry and Trade is figuring out a fast transit
route in the Azov-Black Sea basin for the Meteor-class vessel,
constructed at Vympel in Rybinsk, and Olimpiya-class ships.
How can passenger shipping be made profitable and
comfortable?
One cannot help admitting that the issue of profitability
when it comes to passenger shipping over such enormous
area is a sore point. Frankly, even back in the Soviet
Union, when inland shipping accounted for 10 to 20 percent
of passenger operation, this mode of transportation
depended to a large extent on state subsidies. There is
no way to provide passenger shipping over large areas
in rivers coming through poorly populated locations
beyond the Urals and in the North without state grants.
Essential economic assistance and clear political signal
for the business community come from state measures
supporting shipbuilding at Russia’s yards. I believe, we
need to think of extra tools. What comes to mind is to make
it cheaper for those operating in less profitable waterways
in complex for navigation climatic zones to order projects
and build new vessels than it is for operators in the South
and North-West of European Russia enjoying milder
climatic conditions and constant flow of tourists.
That said, it is not least important to maintain and
improve quality of inland waterways. That the state
considers this to be one of its priorities is of the essence.
The strategy for development of the Russian inland
shipping through 2030 approved in 2016 stipulates
establishment of favorable conditions for the growth of
shipping that eventually is to take over cargo
transit from the ground transport. Pushing
us towards the same goal is Federal Law
367-FZ of 2016 breaking down inland
waterways into federal and regional.
We believe that establishment of regional
water routes will broaden the shipping
footprint in other than federal bodies
of water.
The inland water transport finds
itself in rather unfavorable competitive
conditions compared to other
transportation modes even in terms of
those types of cargo that used to be shipped
by rivers, meaning low value-added regular
shipments of bulk freight.
This is accounted for by infrastructure
limitations, as well as reduction factors applied to current
RW tariffs. Vehicle operators also benefit since they have
to pay less for the damage done to public roads by them.
Given the fact that fleet modernization and recovery
of waterway parameters have hit the stride, cancelation of
reducing factors for RW and road transportation will suffice
to protect interests of the inland water shipment.
Full exploitation of the potential of the inland
waterways, particularly the Unified Deep-Water System,
may prove to be instrumental in cutting spending on
infrastructure, transport component in the price of goods
and ultimately negative impact on the environment. This is
that rare occasion when a small local technical solution
may benefit the whole country strategically.
What future do you think faces water tourism in
Russia?
Good. And I am sure that we have everything there is
to make it even better. Of course, the outcome depends on
whether we are able to take advantage of opportunities at
the state level to create favorable conditions for business.
We do witness growing popularity of cruise tours in
European Russia among the population. Over the past
The 2017season saw a
0.5 percent YoY increase in shipping, bringingThe indicaTor To
118.6mln. tons
18 I Informational bulletin Informational bulletin I 19
monopoly engaged in loading, unloading and storing goods
at ports. I believe that it is this that enabled stevedoring
companies to develop port facilities in a complex economic
environment leveraging many instruments, outside
investments included, and take measures to switch cargo
traffic from ports of neighboring states. All these had gone
a long way in building up cargo transshipment at Russian
ports last year.
Just in 2017, several investment projects added 22 mln.
tons to the capacity of ports. A significant chunk of these
is attributed to the commissioning of the Phase 1 facilities
at Sabetta, as well as modernization and phasing-in of
installations at ports of the Baltic and Asov-Black Sea basins.
In 2017, the Government earmarked 22 bln. RUR for
implementation of investment projects providing growth of
the port infrastructure. It is noteworthy that according to
the Federal Antimonopoly Service Russia’s sea ports have
become more attractive for foreign investments.
The same source suggests that over
the past three years foreign investments into
sea ports amounted to $1,862 mln., more
than twice the money received by Russia’s
second transport infrastructure segment in
terms of investment appeal, airports.
Could you tell us please about major
investment projects?
In the forthcoming future we
are facing three investment projects
funded from the federal budget:
construction of a coal terminal in
Muchke Bay, Khabarovsk, cruise and
passenger terminal in Pionersky, and shore
infrastructure at Gelendzhik’s port.
I believe, eventually, we will achieve conditions,
in which the expected expansion of state and private
partnership tools will result in the ratio of state to private
contributions shifting from 1:8 to 1:50.
An example of such partnership carried out by
Rosmorport is an investment-contractor approach, under
which the contractor doubles as an investor into federal
installations. The expenses incurred by the contractor
will be reimbursed by Rosmorport in instalments after
the facility is commissioned and extra money from port
fees and duties starts coming.
More often limited budget funding of construction
and modernization of sea port infrastructure gives way
to concession agreements. March 30, 2018, witnessed
the beginning of the construction of the Lavna coal transfer
station under the project “Comprehensive Development
of the Murmansk Transport Hub.”
A strategic investor and one of the world’s largest coal
traders, Mercuria signed such agreement with Russia’s
State Transport Leasing Company.
In March, the Government received a private
concession initiative on the Vostochny-Nakhodka
transport hub.
Paving the way for the concession mechanism and
ultimately increase in extra-budgetary investments into
construction and modernization of federal facilities are
The populariTyof cruise Tour in europeanrussia is onThe rise. overThe pasT Three years, The demand for inland cruises has jumped by
35 percent
three years, the demand for inland cruises has jumped by
35 percent. Older generation remember affordability and wide
variety of river cruises in the Soviet era. Of 170 cruise vessels
running in the USSR in 1990 only 90 have made it to modern
days. Of these, half, mostly tree- and four-deck craft, are
30-40 years old. The rest have already gone past 60 years old.
Having run out of all their modernization margin, the latter will
have to retire within a decade.
This will leave a huge gap that can and will have to be
not just filled in but rather occupied by Russian shipbuilders.
The process is up and running with two river-sea cruise
craft already in construction at USC’s facilities in Nizhny
Novgorod and Astrakhan. Ordered by Vodokhod’ and
Moscow River Shipping Company, they will take tourists
through inland waterways to sea. The project was prompted
by Rosmorrechflot as part of the Federal Earmark for
Development of Commercial Sea Equipment in 2009-2016.
Nothing of the kind was done even in the Soviet
Union, when passenger craft were built at shipyards
in countries of the Soviet Block. In a concerted effort
with the Ministry of Industry and Commerce, USC,
regional authorities, and tourist shipping companies
we are resolved to turn this into a long-term trend.
Construction of a modern passenger fleet
will ratchet up development of cruise projects in
the North-Western and Volga-Caspian basins with
the likelihood that it will spread to other waterways.
Speaking of promising water tourist routes,
one cannot help mentioning the Lake Baikal.
We are engaged in the issue of development of
passenger shipping on the largest and probably
the most beautiful lake in the whole world. Late
last year, considering an analysis of the current
and future passenger traffic, conditions of port and
berthing infrastructure, as well as availability of
the passenger fleet, the Minister of Transport endorsed
a comprehensive program for development of inland passenger
shipping and tourism in Baikal. It is primarily aimed at creating
better navigation conditions and mooring infrastructure in
the lake, improving safety, upgrading the fleet, as well as
boosting environmental security. To this end, established has
been an interdepartmental working group for development of
shipping and tourism in Baikal. It is already up and running.
Construction of a modern fleet for the basin is top on
the agenda.
How are we doing in sea ports in Russia?
Accounting best for real state of affairs in Russia’s
ports is the fact that the President noted twice in the past
month the growth of national port facilities writing it down
as a strategic achievement, and rightly so given that we
outperformed even our own indicators registered in the
Soviet Union, which happened to be three times lower,
notwithstanding the loss of the Baltic and Ukrainian terminals.
The port sector is one of the dynamically developing fields
in the Russian economy. We have to operate in conditions
of tough competition except for several ports in the Arctic
and Russia’s Far East. This success is attributed to among
other things the consistent steps of the Government to stop
regulating prices for services provided by entities of natural
18 I Informational bulletin Informational bulletin I 19
the amendments to the Federal Law on Sea Ports clearing
the way for an option to build such installations at the expense
of legal entities or private entrepreneurs subject to conditions
and procedures stipulated in appropriate laws and regulations
on concession agreements.
Extra investments into port infrastructure as provided
for by the amendments will come from port investment
charges. A compulsory duty earmarked for upgrade of
port infrastructure, this will be charged to foreign-going
vessels only.
Annual growth of the capacity of the Russian ports
notwithstanding, we have to admit that export needs of
the country outpace it. Deficit in competitive transshipment
terminals for bulk and grain cargo is a serious challenge
facing our state. This requires a consistent and sweeping
approach.
Seeking ways to provide balanced development of port
facilities and solutions to the deficit issue for that matter,
Rosmorrechflot worked out and the Government approved
a relevant road map for the development of the ports in
the Azov-Black Sea basin and approaches to them through
2020 with an option to extend it through 2030. Similar
documents were endorsed for the ports in the Far East and
North-West in March 2018. These are essential instruments
governing major efforts in development of the Russian ports
synchronized with plans for improvement of roads and
railways providing approaches to them.
On the other hand, the deficit in transshipment capacity
for certain goods forced us to revisit the issue of approving
the Rules of Indiscriminate Access to Services of Entities of
Natural Monopolies at Ports. The Government’s approval
came through in October last year.
This year’s goal is to boost the capacity by 28 mln.
tones through commissioning the Phase 2 facilities at
Sabetta, upgrading installations of the 2nd cargo area
at Murmansk, as well as growing the port capacity in
the Azov-Black Sea and Baltic basins. If we really work
hard, I think the sector has everything there is to do
better than that.
The agenda of the forthcoming St. Petersburg
International Economic Forum includes exploration
and development of the World Ocean. What role do
you think Russia will have in this?
I am not sure that when it comes to sea shipping
the term “exploration and development” really reflects what
we have to get ourselves ready for. Just look at any large
monitoring sea map showing AIS data.
The World Ocean is far from being pristine. It rather
resembles a football pitch crowded by rampant fans who
rushed from their bleachers. Our task is to sustain this
competition with large players, better yet, win it, and do it
more often and not just on any lanes or in random basins,
but in those areas where we maintain an edge on our
rivals. For example, in the Arctic, including the Northern
Sea Route and adjacent Northern and Far Eastern
basins.
To this end, we have to carry out very skillfully what
I call the strategy of healthy protectionism and secure
specific market niches, one of them being Arctic shipping,
where we have to be unsurpassed neither in terms of
emerging technologies or talent pool nor from the point of
view of management and safety approaches in shipping
and environment protection.
Meteor fast passenger ship
NotiNg that approximately oNe third of the world populatioN lives iN coastal areas aNd
all the others adore the fruits of the sea,
the importaNce of the maritime, oceaNic theme caN hardly be
overestimated
efforts to uNifya Need
scientific research vessel ‘academician ioffe’ of the institute
of oceanology off the coast of greenland
in its regular scientific expedition
on the section of the 60th parallel
north
20 i informational bulletin informational bulletin i 21
The more people we have on the Planet and the more
active is the pace of the civilization development,
the higher is the impact of human beings on the
ecosystem of the Planet and the World Ocean. Which
threat is implied in this? Is it possible to predict the
consequences of this impact? To answer these questions,
our scientists overcome thousands of nautical miles and
spend thousands of hours in expeditions and laboratories.
ALL TOGETHER The P.P. Shirshov Institute of Oceanology of the
Russian Academy of Sciences is the oldest and largest
Russian research centre in this field. This is the only institute
in Russia that conducts research in all fields of marine
sciences, including physics, climatology, chemistry, ocean
biology and geology, and independently develops marine
research equipment. It implements research projects
in all the oceans, including the Arctic and the Antarctic
waters of the Southern Ocean, in most of the marginal
and inland seas.
The structure of the Institute includes the Centre
for Marine Expeditionary Research, which
operates the core of the Russian scientific
fleet consisting of heavy and medium tonnage
vessels designed for conducting a variety
of works on the exploration of the World
Ocean. Although the activities of the Institute
are directed mainly at the generation of
THE THEME OF THE WORLD OCEAN EXPLORATION IS NOWADAYS IN THE PERIPHERY OF PUBLIC INTEREST. BUT IN REALITY IT IS OF A VITAL IMPORTANCE TODAY, AND SHOULD COME TO THE LEADING POSITIONS IN THE WORLD
Elevation of a probing complex to measure temperature, salinity, currents speed and water sampling for hydrochemical analysis onboard the ‘Academician Ioffe’ scientific research vessel in the North Atlantic
20 I Informational bulletin Informational bulletin I 21
Alexey Sokov Acting Director of the Institute of Oceanology of the Russian Academy of Sciences Doctor of geographic sciences
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knowledge of a basic nature, they all have great applied
significance. The results of our research projects are
used by the Russian ministries of natural resources
and ecology, transportation, defence and many other
country’s agencies and organizations.
Unfortunately, the theme of the World Ocean
exploration is in the periphery of public interest. But
in reality it is of a vital importance today, and should
come to the leading positions in the world as it is closely
connected to the global challenges of mankind – from
ecological to political ones.
On December 5, 2017 the United Nations
proclaimed in Paris the 2021-2030 timeframe as
the Decade of Ocean Science. The respective
document is saying: “Science has not yet been able
to comprehensively assess the combined impact of
human activities on the ocean, including the effects
of environmental pollution, warming and oxidation of
the ocean, which threaten the environment, vital for
Scientific research vessel ‘Academician
Sergey Vavilov’ off the coast of
Antarctic performing hydrological
analysis in the Drake Strait
our survival”. It is expected that the measures
taken will allow «better coordination of research
programs, surveillance systems, capacity
development, marine space planning and marine
risks mitigation in order to improve management
of ocean and coastal resources». It is not the first
program of this type. In the period of 1990-2002
there was the so-called WOCE program (World
Ocean Circulation Experiment), devoted to the
studies of the World Ocean circulation. At that
time the whole world unified efforts in order to
study the World Ocean, which led to the creation
of a database providing for the reception of truly
breakthrough knowledge. There is a desire in
place now that an international program of studies,
mainly experimental research, is developed and
coordinated.
According to the global report on the state
of ocean sciences of the Intergovernmental
Oceanographic Commission of UNESCO, the
respective national expenses are varying from 0.04 to 4% of total investment
in research and development. Unfortunately, this is not so much, so we can
still say that the World Ocean is the territory of the unknown. It is studied less
than the nearest space. Today, ocean measurements are carried out mainly
with the help of automated buoys. There are only three thousand of them in
the world. These devices can solve many important problems, but not
all. Buoys submerge to a depth of up to 1.5 thousand meters,
while the average depth of the ocean is 4.5 thousand
meters, and there are places where the depth is six
22 I Informational bulletin Informational bulletin I 23
IN LINE WITH THE GLOBAL OCEAN SCIENCE REPORTOF THE INTERGOVERNMENTAL OCEANOGRAPHIC COMMISSION OF UNESCO,THE RELATED NATIONAL EXPENSES VARY
between 0,04 and 4%FROM THE TOTAL VOLUME OF INVESTMENTS TO THE RESEARCH AND DEVELOPMENT WORKS
or eight kilometers. Meanwhile, the deep layers are also
active and very quickly interact with the surface layers.
Marine research expeditions are very expensive.
It is one of the main reasons for scientists to focus on
computer modeling. But those models are imperfect,
and they should in any case be based on some
reliable data, gained directly during marine research
expeditions.
Many people today are worried and frightened by weather
instability, climatic cataclysms all over the Planet. However, in order to
objectively describe the climate system of the World Ocean, international
efforts must be made at state levels.
INTERNATIONAL OBSERVERS Surely, Russia has remained as a marine
superpower. In line with the above-mentioned report,
there are 325 operational research vessels in the World.
Russia, the USA and Japan, taken together, own and
operate more than 60 percent of this total number. Our
strong point is the observation part. At international
conferences you will often hear an opinion that if the
Russians cannot do a particular thing, then no one else
will be able to do it.
The Institute of Oceanology is one of the
few institutes, which is still conducting annual
observations of the transoceanic sections, which
were used to be conducted within the WOCE
program. For example, those are the complex
measurements from surface to bottom taken from
our vessels on the so-called transatlantic section
at the 60th degree of the northern latitude in the
Atlantic. The 60th parallel north is the narrowest part
of the Atlantic, but that is the place of concentration
of absolutely all the Atlantic Ocean currents that flow
into the Arctic: the entire Gulf Stream system and all the cold
currents that are directed the opposite way from the Arctic. It means
that by measuring in that place we receive information on all the water
exchange, heat exchange and salt exchange between the Arctic and
the Atlantic - from one coast to another, from surface to seabed.
Some time ago the international community got worried about the
message, which said that, according to some computer modeling, the
Gulf Stream was going to stop. Our instrumentation data has refuted
that. It showed that fluctuations did exist, but it was not a trend by itself.
The real data should be taken and own computer models should be
adapted to them, and based on those, the research methods should
be upgraded. Our German colleagues studied the section of the 48th
degree in the Atlantic, the French conduct similar research once every
two-three years. But only Russia can cover some measurements in
Scientific research vessel ‘Academician
Sergey Vavilov’ off the coast of
Antarctic on another complex
expedition
the World Ocean. So far we own vessels, instruments and specialist,
but I have to admit with disappointment that the ‘World Ocean’ targeted
program, which is badly needed by us, has been sent for modifications
again. Originally it envisaged the construction of eight new vessels, but
after the alignment with the Ministry of Finance, only two of them were
left. Currently the Institute of Oceanology owns twelve vessels, four
of them are in bad conditions and have a lack of funding in general. I
wouldn’t even forecast what the situation will look like in five to ten years.
One way or another, the federal Agency for Scientific Organizations
hosted in December a concluding meeting of the Council on the
Earth’s Hydrosphere, which was conducted by its Chairman, Member
of the Russian Academy of Sciences Robert Nigmatulin. The meeting
summarized the results of the Council’s activities in 2017
and outlined the tasks for 2018. A plan of expeditionary
research in the World Ocean and Russia’s inland waters
for 2018 was adopted as well. It implies the use of the
scientific research fleet of the organizations, which
are subordinated to the Federal Agency for Scientific
Organizations. The geography of planned expeditions
covers the Arctic, Atlantic and the Pacific Ocean
directions.
In particular, considering the high strategic
importance of the research of the Arctic region, there are
several expeditions of the ‘Academician Mstislav Keldysh’
scientific research vessel to the Arctic seas, planned for
2018. Their aim is the studies of geo- and ecosystems
of the Arctic littoral area.
Oceanology is a part of geophysics. And
geophysics is primarily measurements,
which are very expensive. In order to
understand what is happening in the
Southern Hemisphere, it is necessary to
conduct measurements throughout the
entire Antarctic. This is a huge amount of
data. Local investigations in the inland seas and
shelf zones are, of course, valuable and necessary
by themselves, but for a complete understanding
of local processes they must be studied
ultimately in the context of global processes,
and in order to detect regularities on
a planetary scale, it is necessary to
know much more about the World
Ocean. Therefore, international
cooperation, unified efforts of
scientists and ordinary people
of goodwill from different
countries are so much
required now.
22 I Informational bulletin Informational bulletin I 23
CURRENTLY THERE ARE
325 RESEARCH VESSELS
OPERATINGIN THE WORLD
RUSSIA,USA AND JAPAN –OVER
60%
24 I Informational bulletin Informational bulletin I 25
Vyacheslav Ruksha
Director General, Federal State
Unitary Enterprise “Atomflot”
Today The arcTIc
Is The regIon ThaT has aTTracTed greaT InTeresT from The counTrIes around The world,as it represents
a new resource potential for
the production of hydrocarbons
and solid minerals and
opens up possibilities for
the establishment of a transit
corridor between Northern
Europe and Asia. Operation
of the corridor would ensure
round-the-year navigation
all along the Northern Sea
Route, which is impossible
without a strong Arctic fleet
having nuclear icebreakers as
its mainstay. Construction of
such fleet is only possible with
the participation of the USC”.
24 I Informational bulletin Informational bulletin I 25
In September 2017 the ‘Neva’
International Exhibition of Commercial
Shipbuilding was held in Saint-
Petersburg for the 14th time.
Almost three decades ago the
‘Neva’ was established at the initiative
of the USSR ministries of shipbuilding
and maritime fleet. Since then it has
become one of the largest civilian
maritime exhibitions in Eastern Europe.
It is traditionally attended by over 500
companies from more than 30 countries, the
areas of activities of which are the creation
of maritime equipment for the exploration
of the ocean and shelf, the Arctic and the
Northern Sea Route, as well as production
of a wide range of commercial vessels of
different designation.
The USC has long ago and
confidently taken place of the largest
exhibitor of the show. The development of
the corporation’s key areas of commercial
shipbuilding has been reflected in the
models, presented at the unified USC’s
exhibit with participation of 17 enterprises
of the holding. The specialists and visitors
of the exhibition had a chance to see the
design of the ‘Prirazlomnaya’ maritime
ice-resistant fixed platform, mobile ice-
resistant and self-lifting ice-resistant drilling
rigs. Car enthusiasts and developers got
interested in the afloat stationing area –
the ‘aquaparking’, and ship owners – in
a shuttle gas carrier for autonomous ice
navigation for the transportation of liquefied
natural gas.
One of the key events of the ‘Neva’
was the round table ‘Development of
commercial shipbuilding and the issue
of localization of the ship ancillary
Once every two years the ‘Neva’ international exhibition and conference on commercial shipbuilding, navigation, port activities, ocean and shelf exploration attracts thousands of people – participants and ordinary visitors
ON THE BANKS OF NEVA
26 I Informational bulletin Informational bulletin I 27
equipment’, organized by the USC. It was
attended by over 200 representatives of
different companies, both Russian and
foreign, which was not a surprise at all as
the theme is extremely acute.
Also there have been several
workshops on the issues of projects
management and practicing interaction
between the USC design bureaus and
shipyards in the projects of commercial
shipbuilding. Traditionally the Arctic
agenda was covered. With the support
of the International Expert Council
on Cooperation in the Arctic and the
Center for Strategic Assessments and
Forecasts, ‘The international horizons
of environmental cooperation in the
Arctic. Protection of the Arctic marine
environment’ round table was organized
with participation of the Corporation.
It needs to be noted that the USC is
confidently leading the way in designing
and constructing ships and maritime
equipment of the Arctic class. Currently,
around fifteen ships of this type are being
constructed at the USC’s shipyards,
including the 60 megawatt nuclear-
powered gigantic icebreakers for the
operation in the Arctic region.
An important area of the ‘Neva-2017’
work was the discussion of the necessity to
build cargo, passenger and cruise ships for
the internal and mixed navigation (river-
sea). The Admiral Makarov State University
of Maritime and Inland Shipping and the
Russian Chamber of Shipping held a panel
discussion on ‘The Development of Cruise
Shipbuilding’, which included the themes of
‘river cruises – new impetus’; ‘sea voyages –
restoration’; ‘promotion of the national cruise
tourist product’.
Besides, the exhibition hosted the
fifth annual conference ‘Equipment and
Technologies for the Ports: Effective
Investment’. The Association of Sea
Commercial Ports acted as a partner of
the conference. The event covered three
main areas, i.e. ‘Innovative shipbuilding’,
‘Technologies of the ocean resources
exploration’ and ‘Digital navigation’. The fist
area implied creating, testing and offering
to the market of the new types of ships
(transport and special), intelligent ship
and port equipment, including robotics;
development of commercial solutions for
remote-controlled submersibles and pilotless
ships, solutions for the energy-efficient
ship, new technologies of shipbuilding and
repairs – from the virtual modeling and
means of predictive maintenance to robotic
systems for the purposes of production and
progressive materials.
The ‘Technologies of the ocean
resources exploration’ part presents
The ‘Neva’ international exhibition helps to promote business cooperation and expert dialogue at the regional level
26 I Informational bulletin Informational bulletin I 27
creation of commercially successful
solutions for the world market in the
area of state-of-the-art means of ocean
mining, exploration and engineering
research, energy on renewable ocean
energy sources, marine biotechnologies,
underwater robotics, instruments and
sensors, underwater communications and
positioning systems.
‘Digital navigation’ is the creation of
e-navigation assets for ships and offshore
systems, information exchanges means,
platforms of multi-agent interaction, services
based on ‘Big Data’, advanced platforms for
marine telecommunications, solutions for
fishing fleets and environmental monitoring.
The ‘Neva’ today is the generally
recognized platform, which helps to
develop business cooperation and
dialogue between experts at the
regional level, provides demonstration of
achievements and prospects in the area
of development, production, repairs and
modernization of the maritime and river
commercial equipment, assists in the
transfer of technologies and localization
of shipbuilding products. It is planned that
next year the ‘Neva’ exhibition will gather
visitors from 17 to 20 September 2019.
Almost in three decades the ‘Neva’ managed to become one of the largest civilian maritime exhibitions in Eastern Europe
A Jobfor
A robotAndrei
Dobrokhotov, a head of section
in the USC administrative office,
speaks on how robots help in the exploration
of the seas
Robotics is one of the most promising areas of scientific and technological development. Robots are becoming a man’s ears, eyes and hands in those conditions where a human being cannot exist or be active. All this relates to the full extent to the World Ocean
28 I Informational bulletin Informational bulletin I 29
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RemotelyOperated Underwater Vehicle (ROV)
UnmannedUnderwater Vehicle
(UUV)
28 I Informational bulletin Informational bulletin I 29
30 I Informational bulletin Informational bulletin I 31
‘Malachite’. The ‘Almaz’ Central Marine
Design Bureau and the ‘Nevskoye’ Design
Bureau are joining these activities now.
Previously unmanned systems were not
so commonly used due, most of all, to the
lack of sensors, microprocessors
of the appropriate
technical level. And most
importantly, there was
no suitable power supply
system. Today, this area
is developing very rapidly,
which is particularly evident
in the case of motor transport
where they have new efficient
storage devices and engines.
You mean electric cars?
Not only electric cars, but
also electric buses, electric trucks -
everything that is related to it. It’s all about
electric propulsion. Of course, there are two
problems that now limit everyone, i.e . an
effective positioning system in the water and
liaison, communications system, as the land
is covered by a wi-fi network, the Internet,
and this is not the case with the water. But
there is also an active search for technical
solutions, there are satellite communication
channels and other systems that allow
information to be transmitted underwater.
This area is being actively developed
in the Far Eastern Federal University. They
studied the water in the bay of Golden Horn
on the surface and in the depth. The data
on the pollution and currents was received.
It is an interesting fact that the use of such
devices even in well-explored water areas
gives a chance to see a lot of new things.
And we do not forget that there are also
aerial vehicles, which, after the appearance
of composite materials, became lighter
and more efficient accordingly. In other
words, the new capabilities of using aerial
monitoring systems are coming up, which is
important, for instance, for the observation
of the ice in the Arctic.
Today, unmanned vessels are already used
for the delivery of cargoes. Does it mean
that the spectrum of their use is expanding?
Yes, numerous western companies
are starting to speak about creation of
unmanned steam boats for different
purposes. In the first place, probably,
this will relate to coastal ships, moving
between point A and point B. When the
top world insurance companies start to
insure cargoes and marine operations
and unmanned ships, they will be used
even more intensively. And the same
will happen on the ground.
Let us speak about the working group
on robotics in the USC?
The group is headed by First Vice-
President Leonid Strugov.
It must conduct, first of all,
coordination of works, provide liaison
with the Advanced Research Foundation
and the National Centre of Robotics.
There are a lot of organizations in Russia
dealing with the marine issues as well,
but they exist independently, and there
is a lack of an integrated approach to the
development of this area.
We are trying to create
something like a coordination centre.
There was an agreement signed
with the National Centre for the
Development of Technologies and
Basic Elements of Robotics, created in
line with the decree of the President
of 16 December 2015. Our task is
coordination with the Centre and the
advancement of the area related to
the marine robotics. It is a mutually
beneficial thing as they also want to
have a certain centre of competence
represented by a state corporation. But
it needs to be understood that, if we
speak about the USC, the first violin
here is played by our design bureaux.
Besides, there are several
academic institutions, the Krylov Centre,
etc. The USC here has one distinctive
feature: we develop, build, sell and shape
the market in the end. The latter is the
key component for us. The customers
want to buy a ready for use product, so
somebody has to act as an integrator.
The more complex the system is, the
more difficult it is to create such an
integrator.
How well is the market of robotics
developed?
In Russia the civilian robotics is
quite well developed, that is why there
are absolutely concrete practical tasks
here. If we speak, for instance, about
resource-extraction organizations, we
Andrei, the relevance of the theme is crystal
clear. There are plenty of laboratories in
the world, dealing with the development of
robotics, there are science and technology
conferences, symposia…
Yes, just recently I took part
in one of those conferences,
which included a round
table on the theme
of ‘Prospects for the
development of
marine robotized
technical complexes in
the interests of the Navy’.
In general, I
may state that currently
practically all the aspects of the World Ocean
exploration are focused on the so-called
unmanned systems, capable of fulfilling a
variety of tasks, from a simple monitoring up
to the excavation of natural and bioresources.
Which opportunities do they provide?
First of all, they are cheaper, if you take
them as a basis. The use of any ship is quite
expensive, and its operational time in the sea
results in big expenses. Also, as the world
experience shows, while an ordinary vessel can
explore, for instance, one square kilometer, an
unmanned system is able to cover a ten times
bigger area. Robots do not sleep and do not
eat, they can be constantly on the move. In
addition, there are plenty of them and they can
be conveniently used for the field coverage.
Secondly, robots permit to conduct
combined studies, i.e. surface, underwater and
aerial, which all can be integrated in a single
system. The development of the computer
technologies gave us an opportunity to have
quite a wide range and a spectrum of the
received information on the Ocean.
Which regions of present-day Russia are
doing the best in developing robotics?
The Far East is leading the way. That
is because they have the Institute of Marine
Technologies Problems of the Russian
Academy of Sciences there, which has been
taking the leading position from the point of
view of developing scientific foundations of
marine, and primarily underwater, robotics
since 1960-ies. In the USC these issues are
being taken care of by the ‘Rubin’ Central
Design Bureau for Marine Engineering and
the St. Petersburg Marine Design Bureau
Sectional view of an Unmanned UnderwaterVehicle
30 I Informational bulletin Informational bulletin I 31
need to note that they are equipped with
appropriate equipment, related to rescue,
maintenance and other operations. The
only thing is that the equipment is coming
mainly from western countries.
It means that generally there is a market
for sales in Russia?
Theoretically, yes. This equipment is
needed by the rescue services, excavating
and scientific organizations, etc. And,
as a rule, they do not know what they
really need themselves. Configurations
are being worked out mainly by general
efforts. I will give an example with
quadcopters. When they appeared,
enthusiasts bought just some sets, i.e.
they assembled them, were learning by
tries and trials, made mistakes, overcame
difficulties and so on. And only some time
later a kind of a system was developed,
which came back
to the developer.
One needs to
make a lot of
testers in order to
produce and test
any complicated
system. The
more you have them, the bigger are your
chances to get a maximum variability of
different situations.
Is it a kind of a way to conduct a fully-
fledged research?
Exactly. Some companies do
exactly the same thing: here is a cheap
construction kit, use it and collect
information on how this mechanism is
functioning in different conditions.
If to speak about robots in deep
waters, now the depth of up to six
kilometers is considered to be well
researched. As the next step, a deep
submergence vehicle ‘Vityaz-D’ is
being constructed, which will have a
submergence depth of 12 kilometers.
There is a project to create a system
of underwater seismic exploration and
underwater drilling complex ‘Iceberg’. These
are well-known projects, and we regularly
show them at exhibitions.
Special systems are being developed
that make it possible to carry out a set
of tests of certain devices under certain
conditions. A system of certified sea test
ranges is needed. It is important to ensure
the accuracy of movement, positioning
accuracy, reaction time, the ability to work
under different metrological conditions,
current velocity, etc.
For example, a ship can be carried
by a current, and there is a need to react
somehow. It is not possible to calculate
the reaction by 100 percent - there must
be some kind of deviation, a band. If there
is one, it’s normal. All that is above is an
occasion to give the command to dive
under the water and stay there until the
external conditions change.
A sea test range is a longstanding
prospect?
No, it needs to be done right away.
The latest date is tomorrow. Otherwise
we will lose the competition or it will
be done without us. The technologies
development is so quick, that we do not
have time to lose.
There are plans in the USC, and we
have started to move towards this direction.
Besides, our indisputable advantage is the
availability of a production base. After all,
a product becomes interesting to potential
customers, when it is mass produced in
the market. It means that there must be
technology and corresponding capacities
for it. And then we will start producing
the demanded items and at the same time
develop cooperation.
A Job for A robotAndrei dobrokhotov
ROV
UUV
Informational bulletin I 33
Sergey Frank
General Director of PAO Sovcomflot
Sovcomflot and USC have a long history of mutually
beneficial cooperation in the field of construction of high
ice class vessels intended for operation in difficult ice and
climate conditions. In 2010-2011, unique (ice class Lu6) Arctic shuttle
tankers Mikhail Ulyanov and Kirill Lavrov were built for Sovcomflot at
Admiralty Shipyard (St. Petersburg). Both vessels have been successfully
operating under the Prirazlomnoye Project (the Pechora Sea).
In 2017-2018, Sovcomflot consolidated its lead in the segment
of ice-class supply vessels by supplementing its fleet with four high-
tech ice-breaking platform supply and support vessels built at Arctech
Helsinki Shipyard, part of the USC Group. Gennady Nevelskoy, Stepan
Makarov, Fedor Ushakov and Yevgeny Primakov began operating under
long-term time-charter agreements with the Sakhalin Energy Company
(Sakhalin-2 Project, the Sea of Okhotsk). The vessels are unique in
their technological capabilities and can perform year-round navigation
operations in the challenging climatic conditions of the Sea of Okhotsk,
including the entire life cycle of offshore platforms, from cargo and
personnel delivery to surface and underwater maintenance and repair
works, as well as round-the-clock duty”.
ArctIc cooperAtIon
Informational bulletin I 33
Andrey, what do you need the pool of suppliers for and what does it look like?
Let us start with general, but very important things. As much as 60–70% from the cost of the
whole order is taken by the equipment, which is not produced by us, which is why the quality
of our relations with partners and contractors influences the quality of our work directly. The
process of designing always engages formation of trilateral cooperation (we, customers and sup-
pliers), which predetermines what kind of a steamer will be finally given to the customer. Different
equipment systems are selected, e.g. their kinds, types, concrete makes, so it is quite natural that
each party has its own interests.
Let’s not conceal that the customer almost in all cases aspires for the minimum price to
get the most high-quality vessel with a good set of equipment, which is normal. We primarily
strive to satisfy the customer, but at the same time provide such a supply so that we do not go
negative ourselves. And the third party is our contractor. In the first stages, there are usually
several contractors for one type of equipment. They try to prove to our designers and final
customers that a certain type of equipment that they produce is the most optimal and best-
suited for the customer’s needs. In this trilateral work we take several iterations to shape the
final design of the steamer.
There was a time when we suffered a lot of bumps and bruises in those complicated
relations, which we are to have in the capacities of producing plants and of designers. Here I am
speaking about the industry in general and the professional community rather than the USC.
We have studied how it is organized abroad, analyzed our own experience and
decided to configure the rules of the game, the rules of teamwork in the future. To create
a regulatory framework that regulates our relations, a kind of a standard that would define
interaction with suppliers, our relations within corporation, between partners, designers,
builders, our relations with possible customers. In such a way the “Pool of supplier in civil
shipbuilding” standard has appeared.
THE MAIN THEMES OF THE INTERVIEW WITH USC’S VICE-PRESIDENT FOR LOGISTICS AND SUPPLY MANAGEMENT ANDREY BUZINOV – the pool of suppliers being created by the United Shipbuilding Corporation and the attractiveness of production localization in Russia for foreign partners.
Come to
Russia!
34 I Informational bulletin Informational bulletin I 35
comfortable opportunities for inspection,
repair, a quick call of a service engineer,
etc. In other words, we choose the supplier
as well as the future contractor for our
customer. Sometimes this becomes a key
determinant of choice.
This means that the requirements to
the product (for instance, which diesel will be
supplied) are being formed in parallel with the
requirements to suppliers, i.e. who exactly will
supply it, was it used to be provided in time
before, how many operation failures are there,
does this equipment break often and what is
the maintenance order.
Today we must be able to design and
construct ships quickly. The quick design
requires having at hand data on a particular
type of equipment so that the designing phase
starts right on the next day after the custom-
er’s choice. It means that all the members
of our pool of suppliers should keep their
catalogues updated and right, containing all
the necessary information for the ships de-
sign. And we will demand that our suppliers
observe this provision, i.e. if you had come
here to be our partner, please update in
real time all the data, which helps to design
products. For example, if the connecting
dimensions of a valve have changed, this
information should immediately appear in
our design bureaus.
It means that using the pool of suppliers
you can configure some standard
proposals for the pre-contract negotiations
with the customer?
Yes. And it must be noted that none of the
items of the equipment will contain only
one supplier or the equipment producer
proposed to the customer. This is prohibited
by the law on the protection of competition.
We can offer a choice to the customer.
There is a golden rule: “not less than two,
not more than three.” Now we see that for
some positions there can be no more than
four options for equipment. That is, we can
offer the customer a standard set. And if he,
as the customer and his operational service,
agrees with this “combinatorial set”, then
after a sufficiently short selection procedure
from these two or three suppliers we are
already beginning to design and build. The
pool of suppliers allows us at any time to
receive complete information on the equip-
ment and suppliers. If the customer needs
something exclusive, we are not refusing
that idea! Possibly, it will be just a bit longer
and more expensive. I would like to repeat:
we do not want to limit our competition
by a set of suppliers, but the appropriate
database should be in place.
It is clear that the set of suppliers
cannot be compiled once and for all, it is
assumed that it will be updated once a
year. The pool of supplier is a standard, a
normative document, within which there is a
list approved for a certain period of time. To
get into it, you need to meet certain criteria,
and we check this compliance by auditing
the suppliers.
And who conducts this auditing?
It is conducted by the USC representatives,
and the auditing system for suppliers is
the key element. As I have already said, we
need to have requirements to the product as
well as to suppliers themselves. The audit
And what is it exactly that it determines?
It pursues many tasks. It is a standard of a
bigger, constantly repeating business process.
The key is to meet the needs of the customer
as quickly and cost-effectively as it is possible
for us. To do this, you need to select a pool of
reliable providers, let’s call it so. At the same
time, the compilation of such a pool should not
violate the legislation that protects compe-
tition in our country, which in fact is a very
difficult task.
For our respected customers to be able to
satisfy their needs in a particular kind and type
of equipment with certain operational character-
istics, and not to be limited by a small number
of suppliers, our list should be extensive. We do
not want to limit our own competitiveness, so it
cannot be a small list of selected contractors. It
was the second task.
The third one is that we need to know not
only which equipment is offered by a certain
supplier, but to understand how much it is
reliable from the point of view of its quality.
It is about the reliability, which relates to the
observation of timeframes for supplies and
other commitments.
Number four. We need to know
if operators of this equipment have any
problems with it. After all, there is the task
of providing a developed service, which the
equipment supplier has got. By exploiting the
vessel built by us, the customer should have
Vessels >100 tons
69,54%
Other types of fitting
0,92%
Ship repairs
2,75%Ship accessories
2,09%
Electrical installation
5,56%Shipboard equipment
7,52%Vessels < 100 tons
6,39%
Works and services of commercial shipbuilding
69,54%
THE STRUCTURE OF CIVIL SHIPBUILDING IN SHIPBUILDING INDUSTRY
34 I Informational bulletin Informational bulletin I 35
Secondly, within the creation of
the pool of suppliers we are signing
memoranda, agreements on cooperation
with key suppliers. And when the pool of
suppliers is ready, we will sign the same
document with its every participant. The
document will determine where and who
will be a market partner acting on behalf
of this supplier in the territory of the Rus-
sian Federation. The document will also fix
who will become the technological partner
for localization. From the point of view of
localization it is extremely important to
of suppliers has already performed well as an
instrument in the USC, i.e. we have identified,
anticipated many problems, did not conclude
contracts with some uncertain firms. We want
to involve our enterprises and design bureaus
more profoundly to this work. Although even
now, the teams of specialists involved in this
process include representatives of interested
design bureaus and shipyards.
What you have just said, relates to the
Russian suppliers, and the proportion of
components, produced abroad, is quite high in
civil shipbuilding?
It is true – we buy quite a lot from abroad.
There are two factors, which contribute to that.
First, there is an international division of labour
in the world, and it is a fact of life. Of course,
we need to participate in it, finding our appro-
priate niches – those where we will be able to
exploit our strong competition positions. On
the other hand, the field of shipbuilding is one
of those badly suffered after the USSR collapse
and devastation of the 1990-ies. Especially it
relates to commercial shipbuilding, that is why
Russia is now on slow starting positions.
So, a vessel is being built, and the future
operator is ordering it with the state support,
using, for instance, ‘quotas for keel’. It is clear
that the state in this case has a moral, eco-
nomic, and any right to demand the maximum
localization of this vessel in the Russian Feder-
ation. Therefore, we must have mechanisms to
stimulate this localization.
As a shipbuilding holding, belonging to
the state at 100%, we are in favour of the sup-
port of localization and can act as a driver for
the observation of requirements to stimulate it.
Currently the Ministry of Industry and Trade, with
our active participation, is working out serious
adjustments to Government Resolution No. 719,
which will determine the general rules of the
game for all and will answer the key question:
what is it in particular should be considered as
‘made in Russia’. For instance, a deck crane
is brought to Russia, repainted, its nameplate
is changed and it is packed up again. Has it
become a made in Russia crane then? We are
waiting for the answer to these questions from
the new resolution.
EVENTS
Development of shipbuilding science (R&D)
Development of technological potential of commercialshipbuilding and engineering for development of shelf deposits (R&D)
Subsidies to companies for payment of interest on loans under contracts for the purchase of civil vessels
Subsidies to companies for leasing paymentsunder contracts for the purchase of civil vessels
Subsidies to companies for a part of the cost of purchasing new vessels in exchange for ships that have been handed over for recycling
Contribution of the Russian Federation to the registered capital of the USC in order to implement projects of leasing passenger ships
2017 Million roubles
4 260.84
2 380.56
669.13
1 638.067
393.736
950.00
2019 Million roubles
4 087.50
2 430.57
750.00
1 350.00
289.787
900.00
2018 Million roubles
3 083.65
3 061.22
923.00
1 639.507
371.275
923.00
PLANNED ASSETS OF STATE FINANCIAL SUPPORT
36 I Informational bulletin
exactly they will be doing it, i.e. by conclud-
ing license agreements with some Russian
partners, setting up new productions or
joint ventures. But we are interested in
this process and ready to provide expert
support, to show who are their potential
partners in the Russian market. Moreover,
it is possible that at the initial stages we will
support our foreign colleagues from the
organizational point of view.
require the existence of the technological
partners while signing these agreements.
Does it mean that you say: participate in
localization in the territory of the Russian
Federation?
Yes. Come to Russia. Here we are working
actively now to create the legal basis in
relation to what is considered to be made
in Russia. The Government of the Russian
Federation will surely increase the level
of localization by supporting customers.
Now it relates mainly to shipbuilding and
designing, but at the next stage it will be
relevant to the ship onboard equipment as
well, so it will be beneficial to our foreign
partners. And today we can tell them, “Dear
colleagues, start to localize your production
in Russia!” It is not so important for us how
7
80
36
140
234
IN TOTAL: 497 SHIPS- Fishing vessels- Service and support vessels- Vessels of the technical fleet- Transport vessels- Marine Engineering
FORWARD PLANON BUILDING CIVIL SHIPS AND MARINE EQUIPMENT
(for the period until 2020)
2016 [ 46 SHIPS ]
16
20
19
2018
[ 106 SHIPS ]
2
8
16
51
29
2019
[ 132 SHIPS ]
36
12
17
67
2020
[ 105 SHIPS ]
511 3
47
39
2017 [ 108 SHIPS ]
216
30
5010
36 I Informational bulletin
The Spanish company ‘Acopafi’ is
going to localize production of the onboard
furniture in the territory of the ‘Lotos’
exclusive economic zone. A memorandum
was signed with the Croatian ‘Vulkan Nova’,
which will deal with the organization of
production of deck equipment in the facilities
of the ‘Vyborg Machine-Building Plant’. We
are ready for international cooperation. We
are already actively engaged in it.
For instance, currently the Japanese
‘Yanmar’ is working hard on the creation of a
network of service centres in Russia. That’s
their way to enter the market.
We offer all the options that protect
business of western partners in terms
of relations with us and with regard to
sanctions. We find absolutely legal ways and
mechanisms to establish mutually beneficial
cooperation, when it comes to building a
supply chain. It is important here that we
move in parallel. On our part, we are open
for cooperation. Come to Russia!
Please give some examples of successful
localization in Russia in the area of
shipbuilding.
We have some positive experience with the
Norwegian company ‘Pe Bjordal AS’. They
are planning together with the ‘Kronshtadt
Shipyard’ to organize a joint venture on the
production of equipment for integrated ship-
based fish processing factories. The ‘Palfinger’
company is working in partnership with the
‘Inman’ company from Bashkiria, and the ‘Pro-
letarsky Zavod’, part of the USC, has joined the
initiative. We are speaking about the localization
of the equipment production by the company
in the territory of the Russian Federation, and it
relates to hydraulic deck cranes.
One more partner of the USC is the
German company ‘Schottel’, specializing on
the development, construction, manufacturing
and sales of azimuth propulsion systems and
complex propulsion solutions with the capacity
of up to 30 MW for vessels of all sizes and
types. It also considers the Russian market
as one of potentially important for itself and
actively works with shipyards, design bureaus
and ship owners.
If you want to run a business in Russia,
get ready for the reduction of direct import
and the growth of the need in localization as
far as shipbuilding is concerned.
These words are sounded quite often today.
We are using all the big events, fora and
exhibitions in order to explain the new
requirements to the market. We gather peo-
ple, explain and tell them how this is going to
happen for concrete groups of products and
what will be the requirements to localization
in the new Government’s regulation. In the
margins of ongoing events we are inviting
western suppliers together with the special-
ized technological partners from Russia. We
are trying to connect them within the same
events so that they could communicate
better and establish some contacts.
This is a matter of business, more for
our western partners than for ourselves. We
tell them that they need to take a decision like
“No, we won’t deals with localization”, then
they will lose quite a big volume of orders, or
to chose to come to Russia with production
and designing. The change in the rules of
the game is inevitable as the state to a great
extent supports and will support the fishery
industry, the transportation and other areas.
The issues of leasing support from the part
of our company ‘Goznak-Leasing’ will also
be considered through the prism of state
support as relating to the preferential leasing
rates. And the requirement of localization is
behind every benefit for the customer. Thus,
a tool is being created that stimulates it.
IN TOTAL: 497 SHIPS- Fishing vessels- Service and support vessels- Vessels of the technical fleet- Transport vessels- Marine Engineering
100
80
60
40
20
DYNAMICS OF BUILDING SEA AND RIVER SHIPS AT THE SHIPBUILDING ENTERPRISES OF RUSSIA
(in 2012-2016, pieces)
2016
46
2015
45
2014
61
2013
86
51
2012
38 I Informational bulletin Informational bulletin I 39
The enterprise turned out to be hard: some koches
died and Popov was injured in a skirmish with some
local ‘Chukchi people’. Later Popov’s and Dezhnev’s
koches lost each other in the sea, but Semen Dezhnev
managed to complete the voyage safely and to become the
first man to make a passage from the Arctic to the Pacific
Ocean, having proved the existence of a straight between
Asia and America.
This discovery became known in eighty years owing to
the Great Northern Expedition, which was established to study
“the layout of routes in the Arctic sea in order to find out if it is
possible to launch a more convenient route to Kamchatka in
the interests of trade, rather than a long surface road through
entire Siberia”. The report on Semen Dezhnev’s sea voyage
was discovered in the archives in the city of Tobolsk. Later, in
1763, in his work ‘A Brief Description of Different Travels in the
Northern Seas...’ great Russian scientist-encyclopedist Mikhail
Lomonosov wrote: “The Russian power will be increasing due
to Siberia and the Northern Ocean”. Being a representative of
the Pomory people himself, Lomonosov knew that for several
centuries, when going fishing, the Pomors tried to go as far
as possible along the Northeast Passage, which later became
known as the Northern Sea Route. The studies, made by
Lomonosov, predetermined the future long-year research of
NORTHERN ROUTE TOWARDS EAST370 EARS AGO, in 1648 seven wooden, single-masted, single-deck vessels, called koches, went out to the open sea from the Kolyma river and turned eastwards. The expedition consisted of 90 people and was headed by Fedot Alexeyevich Popov, a resident of Kholmogory and a steward of a prosperous merchant Vasily Usov. Cossack Semen Dezhnev was appointed responsible for the collection of tribute in furs
the North and the Arctic Ocean. It is not surprising that when
the Soviet scientists discovered and explored the underwater
ridge, rising from the ocean bottom for almost three kilometers
approximately in the place, to which Lomonosov pointed out, it
was named after the great scientist.
Nowadays the Northern Sea Route is the name, used for
the shipping direction via the seas of the Arctic and partly Pacific
Ocean (the Laptev Sea, Barents, Kara, East Siberian, Chukchi
and Bering Sea) along the entire northern coast of Siberia.
The main feature of navigation in these waters is severe climate
conditions and the presence of ice. Besides, the ice situation in
some areas changes significantly throughout the seasons and
geographical space.
The Northern Sea Route has its eastern and western
parts. The latter can be used for the year-round navigation,
and the climatic changes of the past several decades permit to
conclude that the day is not far away when the whole Northern
Sea Route becomes a way of ordinary navigation, which, of
course, creates excellent prospects for the transportation of
cargo thereon. Currently the thickness of the one-year old ice
is two metres, multi-year – three-four metres. Ice ridges have a
height from three to five metres and sometime reach ten-fifteen.
The ice accumulation in the Taimyr and Ayon ice caps does not
disappear completely even in the warmest months.
shu
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38 I Informational bulletin Informational bulletin I 39
The exploration of the Northern Sea Route has always
been mainly practical. Since 1877 the Kara expeditions started
with the end goal of delivering Siberian goods to the world
market. But due to the lack of appropriate navigation equipment,
ports and icebreakers, only 75 out of 122 sea voyages ended
successfully. Until 1919 around 55 thousand tons of cargoes
had been transported.
In 1878–1879 the Swedish expedition of Nils Adolf Erik
Nordenskiöld on the ‘Vega’ barque conducted a straight
passage through the Northern Sea Route with one wintering off
the coast of the Chukchi Peninsula. The main, as they would
say today, sponsor of this project was Russian philanthropist
and polar explorer Alexander Sibiryakov.
In the late 19th – early 20th century several scientific
research expeditions were organized, among which are the
voyage of the first linear icebreaker ‘Ermak’ under the command
of Stepan Makarov, the expedition of Georgy Brusilov on
the ‘Saint Anna’ schooner and of Vladimir Rusanov on the
‘Hercules’ ship, the hydrographic expedition on icebreaking
transports ‘Taimyr’ and ‘Vaigach’ under the leadership of Boris
Vilkitsky, which discovered the Novaya Zemlya in 1913 and
carried out a through sailing from east to west with wintering in
1914-1915.
In the Soviet period of history there was an understanding
in place of the importance of the Northern Sea Route
exploration, and a lot of attention was attached to it as to the
declared urgent need of the people’s economy. In 1921 the
Kara expeditions resumed, since 1923 the Kolyma voyages had
been carried out. In 1932 an expedition on the ‘A.Sibiryakov’
icebreaking steamer headed by Otto Shmidt made a first ever
voyage from Arkhangelsk to the Bring Straight without wintering,
which confirmed the possibility of using the Northern Sea Route
for economic purposes.
In 1932 the Main Directorate for the Northern Sea Route
(Glavsevmorput) was established to deal with the creation of the
icebreaking and cargo fleet, hydrographic support of navigation
and other related issues. Since 1935 the Northern Sea route
has been used for freight voyages. The Arctic ports of Igarka,
Dixon, Pevek, Providence and others were built.
In 1936 a pilotage of combat ships of the Baltic Fleet to the
Far East was carried out, Yakutia and the eastern part
of the Soviet Arctic were supplied with goods from the
basin of the Pacific Ocean, after 1948 river ships from
European ports used to make voyages to the rivers
of Siberia, and since 1951 fishing vessels started to
make voyages to the Far East. When powerful diesel
and nuclear icebreakers appeared, modern Arctic
ports were set up and the number of polar stations
increased significantly, the Northern Sea Route got
all the opportunities to become a busy route for cargo
transportation.
By 1987 they started to transport nearly 7 million
tons of cargoes annually, which were the products
of the Soviet enterprises. But the exploration of
the Northern Sea Route requires significant investments,
and when they fall steadfastly, the cargo carriage volume
is falling too. In 2000 slightly more than 1.6 million tons of
cargoes were transported in the Arctic. Later the situation got
a trend to improve a bit. Currently, an integrated project on
the development of the water area of the Northern Sea Route
in 2015-2030 is being implemented, a pipeline and a remote
mooring dock were built at the Arctic terminal of the year-round
oil shipment of the Novoportovskoye field. In line with the annual
report of the Russian Ministry of Transportation, the cargo
carriage volume via the Northern Sea Route in 2016 made up
7.5 million tons (in 2015 – 5.4 mln tons),
including 214.5 thousand tons of transit
cargoes (39.6 thousand tons in 2015).
The Northern Sea Route plays an
important role in the economic life of Russia.
Ob, Yenisei, Lena, Indigirka, Kolyma,
Khatanga and other Siberian rivers carry
their waters to the Arctic Ocean and form
a unified transport system with the Arctic
seas. In addition to ensuring the functioning
of domestic routes between the north-
western and the far eastern regions of
Russia, the Northern Sea Route provides
a good potential for growth of transnational
transit traffic between European ports and the ports of the Pacific
region. The development of hydrocarbon deposits in the coastal
regions and on the Arctic shelf also opens up broad prospects,
so in the future the importance of the Northern Sea Route will
increase steadfastly.
2015
2016
0 1 2 3 4 5 6 7 8
CARGO CARRIAGE VOLUMEVIA THE NORTHERN SEA ROUTE, THOUS. TONS
INCLUDING TRANSIT CARGOES
CARGO CARRIAGE VOLUMEVIA THE NORTHERN SEA ROUTE, THOUS. TONS
(in line with the annual report of the Russian Ministry of Transportation)
(in line with the annual report of the Russian Ministry of Transportation)
2015
2016
214.5
39.60 50 100 150 200 250
7.5
5.4
THE VOLUMEOF THE RUSSIAN CARGO
TRANSPORTATIONBY INLAND WATERWAYS
IN 2016MADE UP
118 MLN TONS
shu
tter
sto
ck
40 I Informational bulletin
COUNTRies’ GeOGRAPHY OF GLOBAL VesseL BUiLDiNG MARKeT
Market shareUnitsmln dwt
Market shareUnitsmln dwt
Market shareUnitsmln dwt
Market shareUnitsmln dwt
Market shareUnitsmln dwt
CHiNA
JAPAN
OTHeR COUNTRies
sOUTH KOReA
eUROPe
41.0%1 670119.8
23.8%1 06569
4.7%27313.6
28.2%75882
2.0%2495.8
43.9%1 19792.9
25.7%80354.4
4.7%20410.0
43.9%45149.8
2.2%2504.6
2015
2015
20152015
2016
20162016
mln dwt
mln dwtmln dwt
28.2%
7.64713.782
0.019.58.82.60.731
4.7101029.2
4.7%
4.14.6413.6
0.80.811.73.5
1.41.02.24.8
2.0%
0.700.000.000.0
00.000.000.000.000.0
00.000.000.000.000.0
mln dwt
mln dwtmln dwt
23.5%
2.329.48.649.8
0.15.30.50.60.07.6
5.819.65.635.8
4.7%
2.73.4310
0.00.30.040.5
1.40.913.5
2.2%
0.230.024.6
0.070.170.00.160.7
0.60.70.20.11.8
№
№№
758
48378101758
0138615332284
2714875328
273
668852273
13212180
21273495
249
12000000
0000000000
0000000000
№
№№
451
1322858451
55247070
3417747338
204
445555204
06326
22271181
250
9682250
3602482
62121073
2016PORTFOLiO ALLOCATiON
sHiPBUiLDiNG
OTHeR COUNTRies
sHiPBUiLDiNG
eUROPesHiPBUiLDiNG
sOUTH KOReA
Market share
BulkersTankersContainer carriersAll vessels
BulkersTankersContainer carriersGas carriersRO-RO vesselsAll vessels
BulkersTankersContainer carriersAll vessels
Market share
BulkersTankersContainer carriersAll vessels
BulkersTankersContainer carriersAll vessels
BulkersTankersContainer carriersAll vessels
Market share
BulkersTankersContainer carriersAll vessels
BulkersTankersContainer carriersLinersAll vessels
BulkersTankersContainer carriersLinersAll vessels
Portfolio allocation
Portfolio allocation
Portfolio allocation
New orders
New orders
New orders
Commissioning
2015 2016mln dwt
23.8%
41.415.47.269
18.610.54.536.4
18.51.10.821.1
mln dwt
25.7%
25.416.68.254.4
1.84.41.68.0
172.90.521.6
№
1.065
592254551.065
26516335551
2714810385
№
803
36524466803
235818116
241667366
sHiPBUiLDiNG
JAPAN
Market share
BulkersTankersContainer carriersAll vessels
BulkersTankersContainer carriersAll vessels
BulkersTankersContainer carriersAll vessels
Portfolio allocation
New orders
Commissioning Commissioning
2015 2016mln dwt
41.0%
64.232.017.5119.8
4.816.511.734.7
23.86.65.738.1
mln dwt
43.9%
47.725.815.292.9
12.53.01.017.1
22.38.82.635.7
№
1670
7593772831 670
90187175543
3316283537
№
1 197
4313322511 197
416951210
27410164529
sHiPBUiLDiNG
CHiNA
Market share
BulkersTankersContainer carriersAll vessels
BulkersTankersContainer carriersAll vessels
BulkersTankersContainer carriersAll vessels
Portfolio allocation
New orders
Commissioning
Commissioning
sCaLe oF rUssIan BUILdIng IndUstrY
reVenUe (net), BILLIon rUBLes
dYnaMICs oF sUppLY oF shIps, VesseLs and InterMedIate sea tanKers BY dIspLaCeMent, thoUsand tons
2017
501
2017
155
2016
448
2016
153
2015
414
2015
152
2014
359
2014
144
246
2013
145
2013
31% 48%
- United Shipbuilding Corporation group
- Enterprises not included in information systems
- Concern Morinformsystem-Agat JSC
- Oceanpribor JSC
- Concern Granit-Electron JSC
- Concern Avrora Scientific and Production Association JSC
- Concern CSRI Elektropribor JSC
- Krylov State Research Centre
- Shipbuilding & Shiprepair Technology Center JSC
4%
6%
1%2%
2%2%
3%
The statistics are taken from the Annual Reports of Russia’s Ministry of Industry and Trade (MIT) and Ministry of Transport, MIT Shipbuilding Industry and Marine Equipment Department’s «Russia’s Shipbuilding Industry Structure and Strategy» catalog, records of the Concluding Extended Meeting of the Board of the Federal Agency for Maritime and River Transport (FAMART) and the Public Council under FAMART, Russian Statistical Yearbook 2017.
DEP
OSI
TPh
OTO
S