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

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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”.


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?


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


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


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


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

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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


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

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un


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

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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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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


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


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


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


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


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


Alexey Sokov Acting Director of the Institute of Oceanology of the Russian Academy of Sciences Doctor of geographic sciences

shu

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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


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.


CURRENTLY THERE ARE

325 RESEARCH VESSELS

OPERATINGIN THE WORLD

RUSSIA,USA AND JAPAN –OVER

60%


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”.


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


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


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


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RemotelyOperated Underwater Vehicle (ROV)

UnmannedUnderwater Vehicle

(UUV)



‘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


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


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


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!


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


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


4 087.50

2 430.57

750.00

1 350.00

289.787

900.00


3 083.65

3 061.22

923.00

1 639.507

371.275

923.00

PLANNED ASSETS OF STATE FINANCIAL SUPPORT


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


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


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

tter

sto

ck


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


COUNTRies’ GeOGRAPHY OF GLOBAL VesseL BUiLDiNG MARKeT

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


Market share




Market share


BulkersTankersContainer carriersLinersAll vessels

BulkersTankersContainer carriersLinersAll vessels

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





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





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

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