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TIME CHARTER
Time charter (English Time charter, "temporary hire/lease") - a lease of a sea vessel (charter agreement), which implies the transfer of the right to control the ship from the owner to the carrier (charterer) for a certain time together with the crew. The ship remains effectively under the control of the owner.
Subtime charter is the transfer of a rented vessel to third parties, if this does not contradict the terms of the main time charter agreement (does not go beyond the specified terms, is suitable for the purposes and place of use, etc.).
Time charter goals
A boat leased under a time charter agreement can only be used for the purposes provided for by the current international legislation. In particular, the Merchant Shipping Code of the Russian Federation allows for the following activities:
Time charter
The agreement between the charterer and the owner of the vessel must necessarily contain:
Obligations of the ship owner
The owner of the ship must provide a vehicle in a technically sound condition, suitable for chartering purposes.
He is also responsible for manning the vessel with a crew and the necessary equipment (rigging).
During the duration of the time charter agreement, the shipowner is responsible for maintaining the technical condition of the vessel, and also assumes all costs for the maintenance of the crew and insurance of the vessel itself.
Material liability for losses due to unfulfilled obligations from the shipowner can only be released if the manifestation of a latent defect (which could not be detected for objective reasons with due diligence) is proven.
Obligations of the charterer
Covers all types of costs associated with the commercial operation of the leased vessel, including:
The vessel can only be used for the purposes specified in the contract.
Charter contracts and other shipping documents are concluded on behalf of the charterer (sea bills of lading, bills of lading, charters, etc.).
After the end of the contract, the lessee is obliged to return the vessel to the owner in its original technical condition, taking into account possible natural wear and tear.
Subordination of the crew
The master and crew members obey the charterer's orders only if they relate to commercial exploitation.
For all other issues, the captain and crew members are subordinate to the ship owner.
MULTIMODAL/INTERMODAL TRANSPORTATION
Intermodal transportation (multimodal/mixed/combined transportation, English Intermodal transport, multimodal transport, combined transportation) is one of the delivery options, which involves the participation of several types of transport (two or more). At the same time, it is also possible for several carriers to participate, including contractors and subcontractors, since the ownership of different types of transport for one company is very rare.
When referring to multimodal/combined transport, general criteria for the method of loading are implied, that is, cargo can be not only general, but also bulk or liquid. Then, when changing transport, it may be necessary to organize special handling operations.
And when referring to multimodal/intermodal transportation, operations with a universal cargo unit are meant, for example, with an intermodal container, inside which there may be a consolidated cargo, bulk or liquid, but special transshipment measures are not required in this case.
History
The prerequisites for the use of universal transport units appeared in the 18th century, before the emergence of railways. So, in 1766 in England, special boxes/tubs were used to transport coal along the Bridgewater Canal, which, after being delivered by water, were reloaded onto stagecoaches (horse-drawn vehicles). Later, this approach was adopted by the railways (coal was transported on rolling stock and reloaded onto cartage in containers).
In the 1830s, special wooden coal containers were put into service on the Liverpool and Manchester Railways. In 1841, more reliable iron counterparts were introduced.
The first industry standardization is mentioned in the 1920s in the UK - the Railway Clearing House developed its version of intermodal containers. With their use, large railway companies provided door-to-door delivery services. But the standard did not receive much distribution outside the UK.
Before World War II, the issues of standardization of multimodal containers were solved by different countries in their own way.
In the 1930s, Europe and the United States saw the development of container shipping as a way to revitalize railroad companies after the Wall Street crash.
Already in 1933, the Bureau of International Containers (BIC) was established.
And in 1955, the first ship appeared, which was intended only for the transport of containers (container ship Clifford J. Rodgers).
Nevertheless, by the 1970s, there were a huge variety of different standards in the world (there were several dozen in the USA alone). Therefore, in 1968 the International Organization for Standardization developed ISO 668. It was a set of trade-offs between the many solutions already available.
Loading units handling
To ensure the key principle of intermodal transport when working with containers, a large number of special equipment is used:
Benefits of intermodal transport
Disadvantages
The main problem when dealing with reliable containers such as containers is the need to return to the shipping company. Return transportation costs are necessarily included in the cost of the delivery service.
The larger the container, the more difficult it is to unload it on site - special technical means are required. For example, to remove a container from a tractor outside the warehouse, you will need a crane with the appropriate lifting capacity.
FOR/FOT
FOR (Free on Rail, "Free on Rail") - the terms of delivery of Incoterms, which were introduced in 1953, mean that responsibility for the goods from the seller to the buyer passes after loading the goods on the rail, before that the moment all the costs of transportation and reloading of the goods are borne by the seller, the buyer pays for carriage by rail and all subsequent costs.
FOT (Free on Truck, "Free on Truck") - the terms of delivery of Incoterms, which were introduced in 1953, mean that responsibility for the goods from the seller to the buyer passes at the time of their loading into the car/truck. The seller assumes all costs up to this point, the carriage itself and all subsequent costs are paid by the buyer.
Export clearance and payment of the necessary duties when exporting goods from the country - in both cases, at the seller.
Current use of FOR/FOT delivery bases
In the case of international deliveries of products, the buyer and the seller can interact according to the scheme that is most convenient and acceptable to them.
The International Chamber of Commerce (ICC), which develops and updates the international terms of delivery of Incoterms, does not prohibit the use of old versions of the rules: 2000, 1990 or any others.
However, according to the Order of the Federal Customs Service of the Russian Federation No. 1003 of 2007 (in the current edition of 2018), Appendix 19 contains only the terms of delivery indicated in the version of the Incoterms-2000 rules.
The situation is similar with filling out the declaration. On the territory of the Russian Federation, the Decision of the Commission of the Customs Union No. 257 (dated 2010, as amended from 2019) is in force. In the Classifier of the terms of delivery for this Decision, more relevant bases are given - Incoterms 2010.
And if none of the above bases meets the conditions specified in the contract, when filling out the declaration, the parties can indicate and describe their conditions as "other terms of delivery."
Please note that FOT/FOR conditions can easily be replaced by FCA. They are more versatile.
Comparison of FOT/FOR and FCA
FCA (Free CArrier, "free - carrier") or free carrier - delivery basis, which appeared in the version of Incoterms-1990 rules to replace the outdated FOT, FOR and FOA conditions.
Unlike the old terms of delivery, FCA potentially covers more categories of various transport, since there is no direct indication of the port, airport, ship board, wagon, etc.
According to the FCA terms, the seller's liability for the goods is canceled after the goods are handed over to the selected carrier at the designated place. Accordingly, up to this point, the costs of loading and/or delivery to the agreed place are borne by the seller. FCA can also be used for multimodal transportation.
Therefore, at present, instead of the conditions "FOT-destination" or "FOR-destination", it is more logical to use the more universal and currently relevant conditions "FCA-destination".
CIF (COST, INSURANCE AND FREIGHT)
CIF (Cost, Insurance and Freight - "cost, insurance and freight/carriage") is one of the Incoterms delivery bases, which assumes that responsibility for the goods passes from the seller to the buyer after loading on the ship, but the seller takes on itself (includes in the cost) costs of insurance and chartering (carriage) of cargo by sea to the port of destination. Further costs (unloading, shipping, customs duties) are the responsibility of the buyer.
CIF value/price
This is a payment that, according to the supply contract, will include: the cost of the goods itself, its transportation and insurance to the port of destination, customs clearance in the country of departure.
In most cases, insurance is at least 10% of the value of the goods.
Application
The CIF delivery condition can only be applied to carriage by international sea or inland waterway transport. At the same time, the term is not suitable for container transportation, since the goods cannot be inspected or checked directly at the port of departure, therefore, the responsibility from the seller to the buyer should pass elsewhere (other delivery bases should be used).
CIF in different versions of Incoterms
The current valid version of the rules is Incoterms 2020. At the same time, the parties to the supply agreements can use previous versions, for example, Incoterms 2010 or 2000.
The CIF delivery basis is used in all recent versions of Incoterms. There are no special differences in different versions of the rules.
Differences between CIF and CFR
The CFR (Cost and Freight) delivery basis is almost identical to the CIF basis. The place of transfer of risks is the same, the seller pays for the carriage, and the buyer assumes unloading and further costs. The only difference is that insurance is issued at the stage of transportation to the port of destination in the seller's area of responsibility.
Duties of the parties
When using the CIF terms, the following obligations are imposed on the seller:
The buyer is responsible for the remaining costs:
Benefits of CIF
Both parties receive favorable conditions for the clearance of goods and the fastest possible process of passing customs procedures due to the fact that the giving side interacts with its customs office, and the receiving side with its own.
The buyer receives the goods, the cost of which already includes all basic costs: shipping by sea, insurance and export clearance. It remains only to accept the goods, go through the import procedure and transport the goods to their warehouses.
The seller does not need to have representative offices or authorized legal entities in the country of destination (to go through customs control procedures or resolve disputes), and the buyer can optimize his costs (for example, transport the goods from the port to his warehouses using his own equipment, without involving third-party carriers).
That is why CIF is the most popular conditions for international deliveries, including when using bank letters of credit.
Disadvantages
The main disadvantage is that the insurance contract is concluded upon departure and is issued to the seller. And the responsibility for the safety of the goods is transferred to the buyer. Therefore, in case of problems with the cargo, difficulties may arise when transferring rights to insurance payments.
CIF is not suitable for container shipping.
CFR (COST AND FREIGHT)
CFR (Cost and Freight, "cost and freight/carriage") is a condition for the delivery of goods from the seller to the buyer in accordance with international rules of Incoterms, which implies the transfer of responsibility for the cargo from the seller to the buyer after delivery of the goods to the ship at the port of departure, while the seller assumes the costs of processing the goods in their country (including export duties) and freight (transportation by ship), and the buyer assumes insurance and all subsequent costs (including customs clearance in the country of arrival, unloading from the ship by agreement, transportation, etc. etc.).
Incoterms requirements
The CFR delivery basis is present in the latest version of the Incoterms 2020 rules, as well as in all the previous ones (Incoterms 2010 and 2000).
This basis has not received any significant changes in all versions of the rules.
Differences between CFR and CIF
As you can see from the diagrams above, the CIF (Cost, Insurance and Freight) basis closest to the CFR term. Responsibility for the goods in the latter case passes to the buyer at the time of the end of loading on the ship, but the seller assumes not only the costs of transportation (freight), but also insurance of the goods against loss or damage during the transportation by sea.
CFR for container shipping
The CFR rule cannot be used when concluding contracts for the carriage of goods in containers, since in reality the goods themselves are transferred and checked not on the territory of the port, but at a distance from it (for example, in special warehouses or in general on the territory of the seller).
Responsibilities of the parties under CFR
In accordance with the contract, the seller may be assigned the following payment obligations:
The buyer assumes the following costs:
When is the payment for the item made? Incoterms requirements do not fix the specific moment of payment, they are determined by the agreement between the buyer and the seller (that is, it can be prepayment, post-payment or payment at one of the stages of import/export, etc.).
CFR advantages
CFR is one of the fairest bases for interaction in maritime transportation: the seller does everything that depends on him in the country of departure, even pays for the main route of transportation, and further actions are provided by the receiving party, for which it will be easier and faster to go through the import procedures in his country.
The supplier does not need to select partners in the country of destination for the transportation of goods to the buyer, to register as a legal entity to resolve disputes and draw up documents.
Disadvantages of CFR
Despite the fact that the buyer pays for the cargo, the cost of which already includes the transportation and export clearance procedures, it still has many responsibilities (for import processing and for transporting the cargo to its warehouses/to the point of destination).
The recipient is at great risk of the goods from the moment they are loaded onto the ship - you can be left without goods and without money.
It is necessary to take a responsible approach to the execution of the contract and documentation for the goods so that there are no problems when going through customs in the country of receipt.
IATA
International Air Transport Association (IATA), operating since 1945, headquartered in Canada. The Russian subdivision was opened in 1996. The total number of representations in the world is more than 100 subdivisions.
History
The association was created on the initiative of major air carriers in 1945 in Havana (Cuba). The main purpose of this organization is the creation and detailed elaboration of international standards that facilitate the relationship between carriers from different countries, as well as the coordination of the civil aviation industry.
At the time of its creation, the association included 57 airlines from 31 countries of the world.
It is worth noting that the modern IATA has replaced the outdated International Air Traffic Association (also with the abbreviation IATA), which has been operating since 1919 and was established in The Hague. The latter limited its interests exclusively to European countries.
In 1947, the first resolutions (about 400 documents developed since the beginning of activity) were adopted within the framework of the first World Conference.
1948 - The Clearing House was created, which is responsible for international settlements between airlines from different countries.
1952 - the introduction of a single standard agency agreement (all agents undergo compulsory accreditation to confirm their status).
Until 1955, technical specifications were developed for the transport of containers (the latter greatly simplified and accelerated loading and unloading operations) and dangerous goods (until that moment there was an embargo for this category of shipments).
1972 - creation of a neutral environment for ticket sales - BSP (Billing and Settlement Plan) system. The system has been operating in Russia since 2006.
1979 - division of IATA into 2 levels of management: the Trade Association and Tariff Coordination. This was primarily due to the withdrawal of the United States from the membership.
2002 - re-election of management and the beginning of a large-scale restructuring in preparation for the upcoming innovations.
2004 - the beginning of the implementation of the business simplification program StB (Simplifying the Business).
2007 - transition to the sale of electronic tickets.
By 2009, implementation of the IOSA (IATA Operational Safety Audit) flight safety audit system. As a result, 2012 became the safest year in the history of civil aviation.
2017 - Implementation of the CASS (Cargo Account Settlement Systems) system of settlements for air cargo transportation in Russia, which increases the efficiency of interaction between airlines and cargo agents. The first version of the system was developed by IATA back in 1979 and was successfully used in developed countries.
2019 - Introduction of ISAGO Safety Audit for Ground Operations (IATA Safety Audit for Ground Operations).
Today IATA unites about 300 airlines from more than 120 countries of the world, which cover over 90% of the total traffic in the industry.
Russian airlines are members of IATA
Membership in the association is not free (from $ 15,000 entrance fees + recurring deductions and various payments).
IATA activities
IATA performs the following functions:
DDP (DELIVERED, DUTY PAID)
DDP (Delivered, Duty Paid, "delivered, duty paid") is one of the terms for foreign trade, specified by the requirements of the international rules of Incoterms, which means that the seller's responsibility for the goods ends only after the goods are delivered to the destination, while the seller/the sender assumes all the costs of customs clearance/cargo clearance, delivery, as well as all possible risks that may arise up to this moment.
DDP price is the value of the goods specified in the supply agreement (invoice, contract), which includes all costs associated with import, export and transportation (in accordance with the terms of DDP).
Incoterms requirements
The current version of the international rules is Incoterms 2020. However, in the supply chain, all participants can continue to use the previous version of the rules - Incoterms 2000 (or any other by mutual agreement).
The rules are developed by the International Chamber of Commerce (ICC).
The differences between the new standard and the old are insignificant. Several terms have changed their name in order to exclude incorrect interpretations, all provisions of the document have received an extended description, for a more correct understanding of their mechanism of action.
Differences between DDU and DDP
As you can see from the Incoterms 2000 diagram, the closest to the DDP term at the place of transfer of responsibility is DDU.
DDU (Delivered Duty Unpaid) means that the seller's responsibility passes to the buyer after delivery to the agreed address, while the seller is obliged to pay the necessary duties when carrying out the export procedure, but further costs and risks from the moment the goods reach the customs of the country of destination, are passed on to the buyer (including import duties).
In the 2010 and 2020 version of the rules, the term DDU has been removed.
Difference DPU from DDP
In the Incoterms 2020 scheme, the term closest to DDP at the place of transfer of responsibility is DPU (in the version of Incoterms 2010 it had the name DAT).
DPU (Delivered Named Place Unloaded) - means that the seller assumes the responsibility for the delivery of the goods to the agreed place of unloading, as well as the costs of shipping the cargo, its customs clearance until it is brought into the client's country. Duties and other costs that will be borne by the carrier for customs clearance and transportation in the country of destination are passed on to the buyer.
DDP's responsibilities more
What specific costs will be borne by the seller (supplier) under an international agreement in the case of the basic conditions of the DDP:
Who should unload the goods at the destination? This item must be subject to the terms of delivery. Obligation by agreement of the parties can be imposed on both the seller/supplier and the buyer.
DDP benefits
As you can see from the terms of Incoterms, DDP is the best possible option for the buyer. All risks and costs are borne by the seller until the goods are at their destination.
That is, on the part of the customer, this is the easiest and most problem-free way of receiving goods from foreign partners.
Disadvantages of DDP
In some cases, the seller simply will not be able to fulfill a number of his obligations in the recipient country, since he may be required to register as a commercial entity.
If the customs authority of the country of destination cannot receive any documents or duties, then it will still contact the recipient first of all (since the customs actually have no mechanisms to influence foreigners).
One way or another, the seller will include all costs incurred in the price of the goods. And if unforeseen ones appear, then further cooperation in the framework of international supplies will most likely be revised.
TEU
TEU (from the English Twenty-foot Equivalent Unit, "twenty -foot equivalent") is a shorthand for a 20-foot ISO container designed for sea and/or intermodal transport (on various modes of transport without reloading content). In turn, a 20-foot container serves as a kind of minimum unit when calculating the capacity of other types of ISO containers. For example, a 40-foot container (40-foot container, aka FEU) would be designated as 2 TEU.
Dimensions and designations
The main purpose of TEU-units is to quickly estimate cargo spaces and occupied volume on a vehicle. One TEU container takes approximately 38 m 3 .
However, TEU is a conventional unit. Due to the fact that the ISO standard provides for different dimensions and types of containers, including low (half height, "half height") or, conversely, high (high cube, "high cube"), when assessing the occupied space, everything 20ft containers can be designated as 1 TEU. Similarly, 2.25 TEU containers are often referred to as 2 TEU.
Standards
In Russia, the dimensions and other characteristics of freight containers are described by the GOST R 53350-2009 standard. It, in turn, takes into account the norms of the European standard ISO 668:1995 (currently the current version is ISO 668: 2020 ).
PIGGYBACK
A contrailer is a special type of containers for multimodal transportation, which can act as independent trailers for trucks, thanks to the available wheelbase.
Their use makes it possible to simplify handling operations when changing transport from sea to road or from rail to road.
Piggyback transportation (English piggyback, jargon “on the back”) is a service of transportation by one vehicle of another vehicle. The most widespread in the railway industry (English rolling road, RO-RO, "rolling road"), when specially equipped wagons are transported by trailers, eurotrucks with trailers, contrailers, etc. After removing from the platform, they can continue their journey on their own along the roads.
Typical transportation scheme
Types of piggyback trailers
Like other containers, piggybacks can be of different sizes and, accordingly, capacity or carrying capacity. Most often these are trailers with a carrying capacity of 6 to 20 tons.
As an automotive technique, piggyback trailers can have a different number of axles (primarily depending on the estimated load capacity) - from 1 to 4 axles.
Other types of containers with their own chassis:
Roudreylery (roadrailers) - equipped with both two types of suspension: for railway lines and highways (universal solution for multi-modal transportation using sea, rail and road transport).
Strikeiners are a type of container, the body of which has articulations (for better cornering).
The advantages of piggybacks
Disadvantages
HEAVY CARGO
Heavy lift (English heavy lift or h/lift - in the FIATA dictionary) is a cargo whose weight exceeds the permissible norms established for this type of transport. Accordingly, in order to obtain specific numerical values of permissible values, you need to refer to the rules of transportation for individual modes of transport.
Heavy cargoes often have large dimensions and can simultaneously be bulky (oversized) cargo.
Road transport
Heavy cargo in road transport is understood as cargo that, during transportation, creates a load that exceeds the established standards in terms of each axle of the vehicle (in this case, the weight of the cargo and the weight of the vehicle are summed up).
Trucking in the CIS
Permissible loads for freight vehicles during transportation between the CIS countries (Agreement on the masses and dimensions of vehicles carrying out interstate transportation on the roads of the CIS member states of 1999):
When transporting goods within the Russian Federation, carriers must be guided by the "Rules for the carriage of goods by road", approved by Decree of the Government of the Russian Federation No. 272 (of 2011 with current amendments), which establish the maximum mass of the entire vehicle (including cargo) and the maximum axle load.
Maximum vehicle weight in RF
The indicated parameters in Appendix 1 to the Rules of Carriage:
When compared with the Agreement of the CIS countries, it can be seen that the differences are insignificant.
Maximum permissible axle load in RF
According to Appendix 2 to the Rules for carriage by road:
During control weighing, a two percent error is allowed (clause 4 of Art. 31 257-FZ of 2007 in the current edition), further excess without permits is a fine.
Regional authorities have the right to establish seasonal restrictions for maximum permissible norms within the constituent entities of the Russian Federation on certain highways or their sections.
Heavy cargo for groupage transportation
In some cases, the groupage carrier may ask for an additional charge for exceeding the weight standards. Let's consider the situation using the example of a standard 20-ton truck:
Special permits for the carriage of heavy cargo
Moving vehicles whose weight and axle load exceed the established norms is prohibited without special permits.
Permissions can be:
Registration is possible in several ways:
To analyze and agree on travel along a given route with a heavy cargo, you must provide the following package of documents:
The costs of transporting heavy cargo will consist of the following components:
Shipping
Heavy cargo for sea transport means consignments weighing more than 35 tons.
Separately, there are unique oversized heavy cargo (UKTG) - these are oversized cargo, the weight of which exceeds 100 tons.
Basis - Safety Rules for the Carriage of Oversized and Heavy Cargoes by Sea (KTG) - RD 31.11.21.24-96 (enacted by Order of Rosmorflot No. 44 of 96).
Transportation of heavy cargo is impossible without drawing up a project.
The executor of the project can be a carrier company or other competent organization (for example, a research institute). The project is calculated based on the customer's/client's technical specifications.
The project should indicate:
Design organizations can oversee the loading, unloading, securing and transportation of cargo in accordance with the project.
Air transport
Heavy cargo in air transportation includes cargo whose mass exceeds 80 kg.
The basis is the Guidelines for Freight Transportation on Domestic Airlines (RGP-85), paragraph 2.9.1.
If the specified standard is exceeded, the customer will need a separate agreement on the route for the transportation. This is due to the fact that not all airports are able to handle heavy shipments.
For example, individual airports can handle the following cargo without additional approval:
By separate agreement, individual conditions and route of transportation, as well as the procedure and conditions for loading and unloading operations, will be determined.
Transportation will require a separate package of accompanying and permitting documents.
Rail transportation
AO Russian Railways classifies heavy cargo as cargo that fits within the permissible dimensions, but creates loads that exceed the norms established for universal rolling stock:
For international rail transport, there may be special requirements for the maximum permissible weight. For example (according to the DCh-1835 instruction for the transportation of oversized and heavy cargo on the railways of the CIS member states, the Republic of Latvia, the Republic of Lithuania, the Republic of Estonia):
Moving heavy cargo and transport wagons is possible only after approval procedures:
Within Russia, heavy shipments also require an approval procedure with the Russian Railways Management Department. You need to provide:
PLATON (SYSTEM)
The "Platon" system (an abbreviation of the words "payment per ton") is an automatic system for collecting payments from freight vehicles (TC) with a mass of more than 12 tons, moving on public roads in the Russian Federation, on account of compensation for damage that such transport the funds are applied to the road surface. The system also allows you to automatically collect data on the routes of vehicles, for subsequent storage and processing (for example, in order to compile detailed statistics, monitor traffic or to bill for the actual distance traveled, as well as to form an evidence base in case of administrative offenses).
History of creation
One of the key prerequisites for the emergence of such a system is the condition of roads in the Russian Federation. The quality of the coverage of federal and regional highways is deteriorating every year, and restoration work is carried out only at the expense of tax revenues (from the budget).
The most logical solutions to this situation:
In reality, both concepts were adopted. After the repair work, certain sections of the highways have already become toll-free, and the Platon system has been developed for commercial heavy-duty vehicles, which implies a unified system of tariffs.
In the summer of 2013, the Government adopted Decree No. 504, which provided for the collection of fees for heavy vehicles (maximum permitted weight over 12 tons) - 3.5 rubles/km of track.
As part of the implementation of the decree, in 2014 Rosavtodor announced a competition for the selection of a contractor. The Russian company RTITS LLC was selected for the role of the contractor (Russian Government decree No. 1662-r of 2014).
Investments in the creation of the system amounted to about 30 billion rubles. (most of the amount was issued on credit by Gazprombank).
The system was launched at the end of 2015.
During the first 6 months of work, "Platon" collected about 8 billion rubles. payments. Almost 720 thousand vehicles and more than 248 thousand cargo carriers (including logistics companies) were registered in the system.
In 2018, amendments to the Code of Administrative Offenses came into force, which allowed Rostransnadzor to automatically make decisions on fines for owners of 12-ton trucks. The millionth truck was registered in the Platon system.
With the funds received, 700 km of roads and 31 bridges were repaired in 2019.
Since the launch of the system until February 2020, Platon transferred over 97 billion rubles to the state budget.
Composition/structure of the "Plato" system
Onboard devices . Installed directly on the car and allow you to track the location and the route traveled using geolocation systems (GLONASS/GPS). Location data is transmitted via the mobile network.
Stationary control devices. Special frames and other technical solutions installed at control points directly on the tracks.
Mobile control service. The control is carried out by representatives of the operator on vehicles specially equipped for this. Unlike stationary control points, they can quickly change their location.
Information system and data processing centers (DPCs). The hardware and software part of the system, which is responsible for the automation of calculations and tracking.
User information support centers and call center. Provide resolution of controversial issues, processing incoming requests and timely informing users. In information centers, you can sign a contract and receive on-board devices, pay an invoice, register in the system.
Website and mobile applications. Designed primarily for registering new users, gaining access to your personal account and issuing route maps. In addition, they provide other capabilities of the system (timely information on tariffs, placement of official documents, etc.).
Principle of operation
Drivers or vehicle owners can choose one of the payment schemes:
Vehicles weighing over 12 tons can only move on public roads after (any of the options to choose from):
The algorithm of interaction with the Platon system when drawing up a route map will look like this:
On-board devices are most convenient when making regular flights, since they do not need to issue route sheets for each trip. Algorithm of interaction with the system in the presence of an on-board unit (CU):
Tariffs and conditions
According to Government Decree No. 504 of 2013 (even before the system was launched), the base rate was set at 3.5 rubles/km.
But already by the time of launch, the rate was revised - 3.73 rubles/km (Resolution of the Government of the Russian Federation No. 474 of 2015). And subsequently it did not change anymore.
However, the real rate for the period from 02/01/2020 to 01/31/2021 is significantly lower - 2.20 rubles/km . This is due to the application of a correction factor of 0.51, which depends on the consumer price index (Resolution No. 504 as amended in 2019, in accordance with Resolution No. 843).
The specified fee is not charged with (co):
Sanctions/fines
The first violation is 5000 rub. (applicable to vehicle owners, for foreign carriers - to drivers).
Repeated violation - RUB 10,000
The basis is article 12.21.3 of the Administrative Code of the Russian Federation.
Violation means:
Payment/top-up methods
Links
Official site of the Plato system.
LESS THAN TRUCK LOAD (LTL)
LTL-transportation (from the English Less than Truck Load "less than a full truck") is the transportation of goods by road, which involves the consolidation of several consignments of goods from different customers in one vehicle. Alternative names of the service: groupage cargo, consolidated transportation, additional cargo, passing transportation. LTL transportation is carried out only by road transport, and the concept of groupage/consolidated transportation can be applied to other modes of transport (rail, sea, air).
In contrast to FTL (transportation with a full vehicle load), the trip of a car with cargo with LTL is paid for by several customers at once, which imposes a number of difficulties with order processing.
In the field of container transportation, a similar term is used - LCL (Less than Container Load "incomplete container load").
Typical scheme for LTL transportation
Advantages of groupage transportation
disadvantages
LTL and e-commerce
Groupage deliveries are an ideal solution for sending small consignments for:
What is the cost of LTL deliveries
As in other types of cargo transportation, the final price is influenced by:
With a certain volume of shipments, LTL transportation may be more expensive than FTL from the same carrier (for large consignments, it is more logical to use FTL).
FULL TRUCK LOAD (FTL)
FTL-transportation (from the English Full Truck Load, "fully loaded vehicle") is a direct delivery of general cargo by a separate vehicle from the starting point to the destination point, used in the field of road transportation. FTL transportation is often opposed to LTL (transportation with partial load of transport, this includes groupage and consolidated deliveries).
In FTL transportation, the vehicle only works with the goods/order of one customer. In fact, the entire car is rented, regardless of the volume of the load.
In the field of sea freight, a similar term is used - FCL (Full Container Load, "full container load").
Benefits for clients/customers
Disadvantages for customers
What constitutes the cost of FTL transportation
When calculating the price of a trip, the following is of key importance for performers:
Trucks and body types for FTL
By body volume - from 5 to 120 m 3 .
The following categories are distinguished by body type:
By the way of unloading (canopy):
GENERAL CARGO
General cargo is any piece cargo in packaging or without it, which can be transported on vehicles without special conditions for loading or unloading, as in the case of bulk, bulk or liquid cargo. If a bulk, liquid or bulk cargo is in a container (packed, rolled into coils, poured into tanks, otherwise prepared for convenient reloading) or placed inside other cargo units, this is already a general cargo.
As an example:
Where is applied
In the field of cargo transportation by the following types of transport:
General and groupage cargo
The term is often confused with groupage cargo. Carriers working with general cargo can actually accept goods/cargo from different customers for transportation in order to increase the profitability of the flight (the closer the occupied volume is to the maximum allowable, the higher the efficiency of one trip). But in reality they are not equal. The term "general cargo" refers to the definition of the category of cargo, on the basis of which the carrier will take certain measures to deliver it. And "consolidated cargo" is one of the possible options for working with general cargo.
Packaging
General cargo packaging can be used, for example:
Examples of product categories:
Classification
By weight:
By dimensions:
Compatibility:
For marine:
For aviation:
For automotive:
For rail:
Benefits of general cargo
In comparison with other types of cargo that are transported without packaging, general:
Disadvantages
FREIGHT
Freight (from German Fracht - cargo, tonnage, English freight) is a service for the carriage of goods by sea or aircraft, provided on the basis of an agreement/contract.
Also, the term can be understood:
Freight participants
Charterer (English shipper) - a party to the agreement/contract or its official representative (agent), who act as the sender of the freight (customer of the service). The charterer can be either a legal entity or an individual.
Freighter (English carrier) - the carrier itself, the party to the agreement/contract that is responsible for the transportation of the cargo. Under the terms of the agreement, the entire vessel or part of it (for example, a unit of volume or area) can be leased.
Chartering (English charter) is directly transportation (cargo delivery service) or the activity of concluding contracts for the delivery of goods on air or sea vessels (rent).
Cost calculation
The calculation of freight is no different from the calculation of the carriage of goods by any other means of transport, other than air or sea:
At the same time, two main approaches are distinguished according to the method of freight assessment:
The freight rate will depend on the criteria for evaluating the cargo. For example, small, piece or groupage cargo is most often transported in containers. In this case, the charterer sets one container as a rate. But this is not the only option for assessing the measure of the load. Under a charter contract, the assessment of freight can be made according to:
Additional fees may be added to the standard rate (BAS):
Types of charter contracts
In the field of merchant shipping, the law of the sea distinguishes the following types of charters:
Specialized views
Back freight - compensation/payment for return transportation (chartering) services in the event that the cargo cannot be handed over at the port of destination for reasons beyond the control of the carrier (for example, if unloading at the port of destination was not allowed within the allotted time ). Charged from the sender.
"Dead freight" is the missing part of the cargo from the declared for loading, which is payable for transportation. "Dead freight" is declared by the captain of the vessel immediately after loading, if such a right is provided for by the terms of the contract. Such a decision can act as an alternative to payment of demurrage - sanctions for the demurrage of the vessel during loading.
Regulatory documents
Ships moving outside the Russian Federation are obliged to obey the requirements of international law, as well as the legislative acts of those countries in whose territory they are currently located.
The activities of courts on the territory of the Russian Federation are governed by the following norms:
The moment of transfer of responsibility for the entrusted cargo/goods is determined in accordance with the requirements of Incoterms 2010 or Incoterms 2020 (the rules of 2010 can still be used without any restrictions).
The only change in Incoterms 2020 is the renaming of the DAT schema to DPU.
MIR PAY
Mir Pay is a payment service from the national payment system Mir, developed as an alternative to such foreign services as Google Pay, Apple Pay and Samsung Pay. At the moment it works with a limited number of Russian banks and allows adding only Mir cards to the payment application.
History
In 2014, after the imposition of sanctions by the payment systems Visa and MasterCard, which limited the servicing of their cards for certain Russian banks due to the annexation of Crimea to the Russian Federation, the Government of the Russian Federation initiated a number of amendments to the legislation to create a separate payment system. So in July of the same year, the organization "National System of Payment Cards" (JSC NSPK) was created.
In 2015, the logo (image of the globe), corporate colors (blue and green) and the name ("World" proposed by E. Sosnovskaya from Udmurtia as part of an all-Russian competition) of its own payment system were chosen. The first cards were issued in the same year. Some of them were co-badging (one card can work with two payment systems at once). And all internal Russian transactions of the Visa and MasterCard systems were transferred to processing in the NSPK (to ensure security and stability).
In 2016, a bill was initiated to transfer all employees of budgetary organizations to Mir cards, and the first pilot project with a loyalty program for holders was launched.
2017 - the end of testing, in which nearly 20 Russian banks took part, and the beginning of the mass issue of cards. As of April 2017, more than 5 million Mir cards were issued, by July this number had increased to 10 million, and by December - to 30 million. The share of Mir cards approached 20% of the total number of issued cards in Russia. By the end of 2018, NSPK managed to agree on integration with the Samsung Pay service.
In 2018, after several unsuccessful attempts to negotiate integration with Apple Pay and Google Pay services, NSPK began developing its own application for contactless payments.
The first release took place in March 2019. At the start, only cards from 8 Russian banks could be connected to the system.
Now more than 40 credit organizations can connect to the service.
Features of Mir Pay
GOOGLE PAY
Google Pay is a large international electronic payment system developed and supported by the Google IT corporation. The main technical feature is the transfer of data about the payer's card to the POS terminal over a wireless channel using an NFC antenna, which in turn implies the presence of a similar receiver in the payment terminal.
History
Google Corporation conducts research in various areas of activity. So, within the framework of one of the internal startups in 2011, a special Google Wallet service was developed, which allowed users to transfer funds to each other. The public announcement took place in May 2011 at a press conference. The original territory of action is only the United States. Google Wallet, in turn, replaced the functionality of another online service to simplify electronic payments - Google Checkout (existed since 2006 and allowed to store bank card data).
Already in 2013, the peer-to-peer payment service was integrated with a number of other services of the corporation: Cmail and Contacts. The area of action expanded to the UK. Now it is possible to issue a physical bank card linked to a virtual account. Users could now pay for purchases not only on the Internet, but also in retail stores.
In 2015, at the annual conference for Google I/O developers, the corporation announced the first version of the service - Android Pay. Thanks to a large number of agreements with banking organizations, payment using this service was already at the start possible in favor of more than 700 thousand merchants. The technical implementation is based on the joint development of AT&T, T-Mobile and Verizon - Softcard (a prototype of modern NFC payments).
In 2017, a large-scale expansion of the service began to foreign markets: Brazil, Canada, Singapore, Australia, Japan, Hong Kong and many European countries (including Russia).
In 2018, the corporation announced the unification of all of its payment applications and services in different markets under one brand - Google Pay. In the same year, Google received a license that allows it to work with electronic currencies and process payments in the European Union.
Along with the rebranding, the functionality of the service has also expanded: now payments can be made not only using an Android smartphone, but also online (in a browser), as well as in mobile applications.
At the moment, Google Pay works in 30 countries and allows you to connect cards of more than 10 payment systems.
Google Pay in Russia
The launch in the Russian Federation took place in May 2017 (at that time the service was called Android Pay). At the time of launch, it was possible to connect cards issued by 10 largest banks (including Sberbank, VTB, Alfa-Bank, Otkritie, etc.). To date, the list of partners includes more than 100 credit organizations.
Sberbank alone has updated more than 1 million of its acquiring terminals specifically to expand its geography.
In the same year, the mass issue of cards of the national payment system "Mir" began, but it is still impossible to add them to the Google Pay service (despite repeated attempts by the NSPK to agree on integration).
Security
At the moment of adding a new bank card to the application, its real details are replaced with the data of the virtual card, therefore, even when reading the NFC, the attacker will not be able to obtain information about the real card.
As a second security factor, a password is used to lock the device. Alternatively, there can be:
Without unlocking, it is possible to pay for a purchase no more than 1000 rubles (no more than 3 times in a row).
BESP
The BESP system (bank electronic urgent payments) is a centralized system of large and urgent settlements carried out in real time between Russian banks.
BESP is one of the main elements of the payment system of the Bank of Russia, along with intraregional (VER) and interregional (MED) electronic payment systems. Launched in 2007.
The European counterpart is RTGS.
Requirements for participants
Participants in the calculations can be:
Statistics
According to data for 2014:
SWIFT
SWIFT (English Society for Worldwide Interbank Financial Telecommunications - "society of world wide interbank financial communication channels", pronounced as "SWIFT") is an international system for the exchange of information on bank payments.
Data exchange takes place in a special format (SWIFT format), the service is responsible for sending data, standardizing the exchange, and settling disputes.
Standards
The system works with the following standards:
Russian counterparts
SPFS (Financial Messaging System) - as a direct alternative. The issue of disconnecting Russian banks from the SWIFT system has been resolved since 2014 since the introduction of sanctions. SPFS was created as a backup version, working with the same message format.
More than 400 domestic banks were connected to the SPFS at the time of mid-2018, which is more than the number of credit institutions in the Russian Federation in the SWIFT system.
Other Russian counterparts:
DYNAMIC CALL TRACKING
Dynamic call tracking is a technology for accounting for incoming calls in Internet marketing, which allows you to associate a contact number with a user's session on the site. In this case, the phone number is allocated from the available pool of numbers of the service provider (dynamic pool) and acts as a user/visitor identifier.
Thus, the owner of an online store or online service can track the effectiveness of not just an advertising channel, but a specific advertisement, search query, page on the site (each visitor is assigned his own number).
Dynamic call tracking services provide the following information:
The dynamic call tracking service can be provided by:
In the first case, numbers can be allocated automatically from the entire available pool (based on internal or user-defined logic) of the operator or from the pool of numbers that the user has prepaid/ordered.
In the second, most often only from a prepaid pool (this limitation arises due to the lack of numbering capacity of the service).
A fixed number of numbers for dynamic tracking imposes rotation restrictions. For example, a returning user may already receive a different number and then the system will be counted as a new client.
Increasing the time for booking a room for a visitor increases the reliability of the statistics obtained.
- Time Charter
- Multimodal/intermodal transportation
- FOR/FOT
- CIF (Cost, Insurance and Freight)
- CFR (Cost and Freight)
- IATA
- DDP (Delivered, Duty Paid)
- TEU
- Piggyback
- Heavy cargo
- Plato (system)
- Less than Truck Load (LTL)
- Full Truck Load (FTL)
- General Cargo
- Freight
- Mir Pay
- Google pay
- BESP
- SWIFT
- Dynamic call tracking
TIME CHARTER
Time charter (English Time charter, "temporary hire/lease") - a lease of a sea vessel (charter agreement), which implies the transfer of the right to control the ship from the owner to the carrier (charterer) for a certain time together with the crew. The ship remains effectively under the control of the owner.
Subtime charter is the transfer of a rented vessel to third parties, if this does not contradict the terms of the main time charter agreement (does not go beyond the specified terms, is suitable for the purposes and place of use, etc.).
Time charter goals
A boat leased under a time charter agreement can only be used for the purposes provided for by the current international legislation. In particular, the Merchant Shipping Code of the Russian Federation allows for the following activities:
- cargo transportation, passenger transportation;
- marine research and development of minerals;
- fishing;
- rescue and search operations;
- lifting any property from the bottom;
- conducting training;
- organization of cultural leisure and entertainment;
- sports sailing.
Time charter
The agreement between the charterer and the owner of the vessel must necessarily contain:
- details of the parties (data of individuals or legal entities that act as owners or employers);
- name, technical characteristics and other parameters of the vessel (speed, carrying capacity, capacity, etc.);
- navigation area;
- conditions for the transfer of the vessel from the owner to the charterer and back (time, place, procedure for acceptance, etc.);
- purpose/purposes of chartering;
- contract time;
- rate (may be lower than the market rate, but in this case, if the indicated lease terms are exceeded, the surcharge will be calculated at the market freight rate).
Obligations of the ship owner
The owner of the ship must provide a vehicle in a technically sound condition, suitable for chartering purposes.
He is also responsible for manning the vessel with a crew and the necessary equipment (rigging).
During the duration of the time charter agreement, the shipowner is responsible for maintaining the technical condition of the vessel, and also assumes all costs for the maintenance of the crew and insurance of the vessel itself.
Material liability for losses due to unfulfilled obligations from the shipowner can only be released if the manifestation of a latent defect (which could not be detected for objective reasons with due diligence) is proven.
Obligations of the charterer
Covers all types of costs associated with the commercial operation of the leased vessel, including:
- refueling (bunker surcharge);
- payment of agency fees;
- loading and unloading works;
- various port charges.
The vessel can only be used for the purposes specified in the contract.
Charter contracts and other shipping documents are concluded on behalf of the charterer (sea bills of lading, bills of lading, charters, etc.).
After the end of the contract, the lessee is obliged to return the vessel to the owner in its original technical condition, taking into account possible natural wear and tear.
Subordination of the crew
The master and crew members obey the charterer's orders only if they relate to commercial exploitation.
For all other issues, the captain and crew members are subordinate to the ship owner.
MULTIMODAL/INTERMODAL TRANSPORTATION
Intermodal transportation (multimodal/mixed/combined transportation, English Intermodal transport, multimodal transport, combined transportation) is one of the delivery options, which involves the participation of several types of transport (two or more). At the same time, it is also possible for several carriers to participate, including contractors and subcontractors, since the ownership of different types of transport for one company is very rare.
When referring to multimodal/combined transport, general criteria for the method of loading are implied, that is, cargo can be not only general, but also bulk or liquid. Then, when changing transport, it may be necessary to organize special handling operations.
And when referring to multimodal/intermodal transportation, operations with a universal cargo unit are meant, for example, with an intermodal container, inside which there may be a consolidated cargo, bulk or liquid, but special transshipment measures are not required in this case.
History
The prerequisites for the use of universal transport units appeared in the 18th century, before the emergence of railways. So, in 1766 in England, special boxes/tubs were used to transport coal along the Bridgewater Canal, which, after being delivered by water, were reloaded onto stagecoaches (horse-drawn vehicles). Later, this approach was adopted by the railways (coal was transported on rolling stock and reloaded onto cartage in containers).
In the 1830s, special wooden coal containers were put into service on the Liverpool and Manchester Railways. In 1841, more reliable iron counterparts were introduced.
The first industry standardization is mentioned in the 1920s in the UK - the Railway Clearing House developed its version of intermodal containers. With their use, large railway companies provided door-to-door delivery services. But the standard did not receive much distribution outside the UK.
Before World War II, the issues of standardization of multimodal containers were solved by different countries in their own way.
In the 1930s, Europe and the United States saw the development of container shipping as a way to revitalize railroad companies after the Wall Street crash.
Already in 1933, the Bureau of International Containers (BIC) was established.
And in 1955, the first ship appeared, which was intended only for the transport of containers (container ship Clifford J. Rodgers).
Nevertheless, by the 1970s, there were a huge variety of different standards in the world (there were several dozen in the USA alone). Therefore, in 1968 the International Organization for Standardization developed ISO 668. It was a set of trade-offs between the many solutions already available.
Loading units handling
To ensure the key principle of intermodal transport when working with containers, a large number of special equipment is used:
- portal cranes;
- fitting platforms;
- reachstackers;
- grab lifts;
- container ships;
- side/forklifts;
- special trucks and railway platforms.
Benefits of intermodal transport
- One and the same container can be transported by several types of transport: sea, road, rail, aviation.
- When changing transport, no complicated handling/re-packing of cargo is required.
- The cargo is well protected thanks to special additional packaging (for example, a rigid container).
- The loading and unloading process is being accelerated.
- There are no additional costs for transshipment/packing, manual transshipment.
- The interaction of contractors/carriers becomes easier (there is no need to recheck the goods with each transfer).
- Containers can also be used for groupage shipments.
Disadvantages
The main problem when dealing with reliable containers such as containers is the need to return to the shipping company. Return transportation costs are necessarily included in the cost of the delivery service.
The larger the container, the more difficult it is to unload it on site - special technical means are required. For example, to remove a container from a tractor outside the warehouse, you will need a crane with the appropriate lifting capacity.
FOR/FOT
FOR (Free on Rail, "Free on Rail") - the terms of delivery of Incoterms, which were introduced in 1953, mean that responsibility for the goods from the seller to the buyer passes after loading the goods on the rail, before that the moment all the costs of transportation and reloading of the goods are borne by the seller, the buyer pays for carriage by rail and all subsequent costs.
FOT (Free on Truck, "Free on Truck") - the terms of delivery of Incoterms, which were introduced in 1953, mean that responsibility for the goods from the seller to the buyer passes at the time of their loading into the car/truck. The seller assumes all costs up to this point, the carriage itself and all subsequent costs are paid by the buyer.
Export clearance and payment of the necessary duties when exporting goods from the country - in both cases, at the seller.
Current use of FOR/FOT delivery bases
In the case of international deliveries of products, the buyer and the seller can interact according to the scheme that is most convenient and acceptable to them.
The International Chamber of Commerce (ICC), which develops and updates the international terms of delivery of Incoterms, does not prohibit the use of old versions of the rules: 2000, 1990 or any others.
However, according to the Order of the Federal Customs Service of the Russian Federation No. 1003 of 2007 (in the current edition of 2018), Appendix 19 contains only the terms of delivery indicated in the version of the Incoterms-2000 rules.
The situation is similar with filling out the declaration. On the territory of the Russian Federation, the Decision of the Commission of the Customs Union No. 257 (dated 2010, as amended from 2019) is in force. In the Classifier of the terms of delivery for this Decision, more relevant bases are given - Incoterms 2010.
And if none of the above bases meets the conditions specified in the contract, when filling out the declaration, the parties can indicate and describe their conditions as "other terms of delivery."
Please note that FOT/FOR conditions can easily be replaced by FCA. They are more versatile.
Comparison of FOT/FOR and FCA
FCA (Free CArrier, "free - carrier") or free carrier - delivery basis, which appeared in the version of Incoterms-1990 rules to replace the outdated FOT, FOR and FOA conditions.
Unlike the old terms of delivery, FCA potentially covers more categories of various transport, since there is no direct indication of the port, airport, ship board, wagon, etc.
According to the FCA terms, the seller's liability for the goods is canceled after the goods are handed over to the selected carrier at the designated place. Accordingly, up to this point, the costs of loading and/or delivery to the agreed place are borne by the seller. FCA can also be used for multimodal transportation.
Therefore, at present, instead of the conditions "FOT-destination" or "FOR-destination", it is more logical to use the more universal and currently relevant conditions "FCA-destination".
CIF (COST, INSURANCE AND FREIGHT)
CIF (Cost, Insurance and Freight - "cost, insurance and freight/carriage") is one of the Incoterms delivery bases, which assumes that responsibility for the goods passes from the seller to the buyer after loading on the ship, but the seller takes on itself (includes in the cost) costs of insurance and chartering (carriage) of cargo by sea to the port of destination. Further costs (unloading, shipping, customs duties) are the responsibility of the buyer.
CIF value/price
This is a payment that, according to the supply contract, will include: the cost of the goods itself, its transportation and insurance to the port of destination, customs clearance in the country of departure.
In most cases, insurance is at least 10% of the value of the goods.
Application
The CIF delivery condition can only be applied to carriage by international sea or inland waterway transport. At the same time, the term is not suitable for container transportation, since the goods cannot be inspected or checked directly at the port of departure, therefore, the responsibility from the seller to the buyer should pass elsewhere (other delivery bases should be used).
CIF in different versions of Incoterms
The current valid version of the rules is Incoterms 2020. At the same time, the parties to the supply agreements can use previous versions, for example, Incoterms 2010 or 2000.
The CIF delivery basis is used in all recent versions of Incoterms. There are no special differences in different versions of the rules.
Differences between CIF and CFR
The CFR (Cost and Freight) delivery basis is almost identical to the CIF basis. The place of transfer of risks is the same, the seller pays for the carriage, and the buyer assumes unloading and further costs. The only difference is that insurance is issued at the stage of transportation to the port of destination in the seller's area of responsibility.
Duties of the parties
When using the CIF terms, the following obligations are imposed on the seller:
- payment for the transportation of goods to the port of departure, the process of loading and transportation to the port of destination;
- payment of duties/taxes in the country of departure, as well as duties required to complete the export procedure;
- payment of the insurance fee at the stage of transportation to the port of destination.
The buyer is responsible for the remaining costs:
- unloading of goods at the port of destination (including fines and penalties for failure to meet the terms and conditions of unloading);
- taxes, fees, etc. when passing through customs control in the country of destination;
- possible costs when crossing the borders of third countries;
- cargo storage services at the port of destination after unloading (if applicable).
Benefits of CIF
Both parties receive favorable conditions for the clearance of goods and the fastest possible process of passing customs procedures due to the fact that the giving side interacts with its customs office, and the receiving side with its own.
The buyer receives the goods, the cost of which already includes all basic costs: shipping by sea, insurance and export clearance. It remains only to accept the goods, go through the import procedure and transport the goods to their warehouses.
The seller does not need to have representative offices or authorized legal entities in the country of destination (to go through customs control procedures or resolve disputes), and the buyer can optimize his costs (for example, transport the goods from the port to his warehouses using his own equipment, without involving third-party carriers).
That is why CIF is the most popular conditions for international deliveries, including when using bank letters of credit.
Disadvantages
The main disadvantage is that the insurance contract is concluded upon departure and is issued to the seller. And the responsibility for the safety of the goods is transferred to the buyer. Therefore, in case of problems with the cargo, difficulties may arise when transferring rights to insurance payments.
CIF is not suitable for container shipping.
CFR (COST AND FREIGHT)
CFR (Cost and Freight, "cost and freight/carriage") is a condition for the delivery of goods from the seller to the buyer in accordance with international rules of Incoterms, which implies the transfer of responsibility for the cargo from the seller to the buyer after delivery of the goods to the ship at the port of departure, while the seller assumes the costs of processing the goods in their country (including export duties) and freight (transportation by ship), and the buyer assumes insurance and all subsequent costs (including customs clearance in the country of arrival, unloading from the ship by agreement, transportation, etc. etc.).
Incoterms requirements
The CFR delivery basis is present in the latest version of the Incoterms 2020 rules, as well as in all the previous ones (Incoterms 2010 and 2000).
This basis has not received any significant changes in all versions of the rules.
Differences between CFR and CIF
As you can see from the diagrams above, the CIF (Cost, Insurance and Freight) basis closest to the CFR term. Responsibility for the goods in the latter case passes to the buyer at the time of the end of loading on the ship, but the seller assumes not only the costs of transportation (freight), but also insurance of the goods against loss or damage during the transportation by sea.
CFR for container shipping
The CFR rule cannot be used when concluding contracts for the carriage of goods in containers, since in reality the goods themselves are transferred and checked not on the territory of the port, but at a distance from it (for example, in special warehouses or in general on the territory of the seller).
Responsibilities of the parties under CFR
In accordance with the contract, the seller may be assigned the following payment obligations:
- payment of taxes and duties in the country of departure, as well as the passage of the export procedure (if applicable);
- compensation for transportation services to the ship;
- payment for loading the goods onto the ship;
- payment for transportation services to the port of destination.
The buyer assumes the following costs:
- inspection/verification of cargo on board before shipment;
- cargo insurance (there is no direct obligation or compulsion to the procedure, but the risk in case of damage or loss passes to the buyer);
- clearance of cargo when crossing customs in the country of destination, including payment of the necessary duties, procedures for obtaining certificates, licenses, etc .;
- additional costs arising when the cargo crosses the borders of third countries;
- services for storing goods on the berth or in special warehouses after unloading;
- transportation from the port to any other point.
When is the payment for the item made? Incoterms requirements do not fix the specific moment of payment, they are determined by the agreement between the buyer and the seller (that is, it can be prepayment, post-payment or payment at one of the stages of import/export, etc.).
CFR advantages
CFR is one of the fairest bases for interaction in maritime transportation: the seller does everything that depends on him in the country of departure, even pays for the main route of transportation, and further actions are provided by the receiving party, for which it will be easier and faster to go through the import procedures in his country.
The supplier does not need to select partners in the country of destination for the transportation of goods to the buyer, to register as a legal entity to resolve disputes and draw up documents.
Disadvantages of CFR
Despite the fact that the buyer pays for the cargo, the cost of which already includes the transportation and export clearance procedures, it still has many responsibilities (for import processing and for transporting the cargo to its warehouses/to the point of destination).
The recipient is at great risk of the goods from the moment they are loaded onto the ship - you can be left without goods and without money.
It is necessary to take a responsible approach to the execution of the contract and documentation for the goods so that there are no problems when going through customs in the country of receipt.
IATA
International Air Transport Association (IATA), operating since 1945, headquartered in Canada. The Russian subdivision was opened in 1996. The total number of representations in the world is more than 100 subdivisions.
History
The association was created on the initiative of major air carriers in 1945 in Havana (Cuba). The main purpose of this organization is the creation and detailed elaboration of international standards that facilitate the relationship between carriers from different countries, as well as the coordination of the civil aviation industry.
At the time of its creation, the association included 57 airlines from 31 countries of the world.
It is worth noting that the modern IATA has replaced the outdated International Air Traffic Association (also with the abbreviation IATA), which has been operating since 1919 and was established in The Hague. The latter limited its interests exclusively to European countries.
In 1947, the first resolutions (about 400 documents developed since the beginning of activity) were adopted within the framework of the first World Conference.
1948 - The Clearing House was created, which is responsible for international settlements between airlines from different countries.
1952 - the introduction of a single standard agency agreement (all agents undergo compulsory accreditation to confirm their status).
Until 1955, technical specifications were developed for the transport of containers (the latter greatly simplified and accelerated loading and unloading operations) and dangerous goods (until that moment there was an embargo for this category of shipments).
1972 - creation of a neutral environment for ticket sales - BSP (Billing and Settlement Plan) system. The system has been operating in Russia since 2006.
1979 - division of IATA into 2 levels of management: the Trade Association and Tariff Coordination. This was primarily due to the withdrawal of the United States from the membership.
2002 - re-election of management and the beginning of a large-scale restructuring in preparation for the upcoming innovations.
2004 - the beginning of the implementation of the business simplification program StB (Simplifying the Business).
2007 - transition to the sale of electronic tickets.
By 2009, implementation of the IOSA (IATA Operational Safety Audit) flight safety audit system. As a result, 2012 became the safest year in the history of civil aviation.
2017 - Implementation of the CASS (Cargo Account Settlement Systems) system of settlements for air cargo transportation in Russia, which increases the efficiency of interaction between airlines and cargo agents. The first version of the system was developed by IATA back in 1979 and was successfully used in developed countries.
2019 - Introduction of ISAGO Safety Audit for Ground Operations (IATA Safety Audit for Ground Operations).
Today IATA unites about 300 airlines from more than 120 countries of the world, which cover over 90% of the total traffic in the industry.
Russian airlines are members of IATA
| Airline | IATA code | Digital code | ICAO code |
|---|---|---|---|
| Aeroflot | SU | 555 | AFL |
| AirBridgeCargo Airlines | RU | 580 | ABW |
| Nordavia Regional Airlines | 5N | 316 | AUL |
| NordStar | Y7 | 476 | TYA |
| Nordwind Airlines | N4 | 216 | NWS |
| Pegas fly | EO | 770 | KAR |
| Rossiya Airlines | FV | 195 | SDM |
| RusLine | 7R | 362 | RLU |
| S7 Airlines | S7 | 421 | SBI |
| Ural Airlines | U6 | 262 | SVR |
| UTair | UT | 298 | UTA |
IATA activities
IATA performs the following functions:
- Development of standards and regulations governing the industry.
- Issuance of identification codes to airlines, as well as the classification of airports and aircraft.
- Certification and accreditation of airlines and partners.
- Keeping statistics and preparing analytical reports in the industry.
- Education and training of subject specialists.
- Formation of uniform tariffs and approaches to calculating the cost of air transportation. Increased savings and tax optimization.
- Ensuring the safety of flights and transportation of goods.
- Improving the quality of services provided.
- Caring for the environment.
- Lobbying the interests of the industry in world politics and in individual countries.
- Interaction with other international aviation organizations (eg ICAO).
DDP (DELIVERED, DUTY PAID)
DDP (Delivered, Duty Paid, "delivered, duty paid") is one of the terms for foreign trade, specified by the requirements of the international rules of Incoterms, which means that the seller's responsibility for the goods ends only after the goods are delivered to the destination, while the seller/the sender assumes all the costs of customs clearance/cargo clearance, delivery, as well as all possible risks that may arise up to this moment.
DDP price is the value of the goods specified in the supply agreement (invoice, contract), which includes all costs associated with import, export and transportation (in accordance with the terms of DDP).
Incoterms requirements
The current version of the international rules is Incoterms 2020. However, in the supply chain, all participants can continue to use the previous version of the rules - Incoterms 2000 (or any other by mutual agreement).
The rules are developed by the International Chamber of Commerce (ICC).
The differences between the new standard and the old are insignificant. Several terms have changed their name in order to exclude incorrect interpretations, all provisions of the document have received an extended description, for a more correct understanding of their mechanism of action.
Differences between DDU and DDP
As you can see from the Incoterms 2000 diagram, the closest to the DDP term at the place of transfer of responsibility is DDU.
DDU (Delivered Duty Unpaid) means that the seller's responsibility passes to the buyer after delivery to the agreed address, while the seller is obliged to pay the necessary duties when carrying out the export procedure, but further costs and risks from the moment the goods reach the customs of the country of destination, are passed on to the buyer (including import duties).
In the 2010 and 2020 version of the rules, the term DDU has been removed.
Difference DPU from DDP
In the Incoterms 2020 scheme, the term closest to DDP at the place of transfer of responsibility is DPU (in the version of Incoterms 2010 it had the name DAT).
DPU (Delivered Named Place Unloaded) - means that the seller assumes the responsibility for the delivery of the goods to the agreed place of unloading, as well as the costs of shipping the cargo, its customs clearance until it is brought into the client's country. Duties and other costs that will be borne by the carrier for customs clearance and transportation in the country of destination are passed on to the buyer.
DDP's responsibilities more
What specific costs will be borne by the seller (supplier) under an international agreement in the case of the basic conditions of the DDP:
- payment of taxes and fees along the entire route of the goods, including taxes in the country of destination (this can include, for example, VAT);
- payment for storage in a customs warehouse (if for some reason the goods are delayed during the control procedure);
- payment for obtaining the necessary licenses (if necessary);
- compensation for transportation services by all involved modes of transport, as well as transshipment services;
- cargo insurance (at the request and under the responsibility of the seller).
Who should unload the goods at the destination? This item must be subject to the terms of delivery. Obligation by agreement of the parties can be imposed on both the seller/supplier and the buyer.
DDP benefits
As you can see from the terms of Incoterms, DDP is the best possible option for the buyer. All risks and costs are borne by the seller until the goods are at their destination.
That is, on the part of the customer, this is the easiest and most problem-free way of receiving goods from foreign partners.
Disadvantages of DDP
In some cases, the seller simply will not be able to fulfill a number of his obligations in the recipient country, since he may be required to register as a commercial entity.
If the customs authority of the country of destination cannot receive any documents or duties, then it will still contact the recipient first of all (since the customs actually have no mechanisms to influence foreigners).
One way or another, the seller will include all costs incurred in the price of the goods. And if unforeseen ones appear, then further cooperation in the framework of international supplies will most likely be revised.
TEU
TEU (from the English Twenty-foot Equivalent Unit, "twenty -foot equivalent") is a shorthand for a 20-foot ISO container designed for sea and/or intermodal transport (on various modes of transport without reloading content). In turn, a 20-foot container serves as a kind of minimum unit when calculating the capacity of other types of ISO containers. For example, a 40-foot container (40-foot container, aka FEU) would be designated as 2 TEU.
Dimensions and designations
The main purpose of TEU-units is to quickly estimate cargo spaces and occupied volume on a vehicle. One TEU container takes approximately 38 m 3 .
| Volume designation | Occupied volume (m 3 ) | Length (feet/meters) | Width (feet/meters) | Height (feet/meters) |
|---|---|---|---|---|
| 1 TEU | 38 | 20/6.1 | 8/2.4 | 8/2.4 |
| 2 TEU (FEU) | 77 | 40/12.2 | ||
| 2.25 TEU | 86.6 | 45/13.7 | ||
| 2.4 TEU | 92.4 | 48/14.6 | ||
| 2.65 TEU | 102.1 | 53/16.2 |
Standards
In Russia, the dimensions and other characteristics of freight containers are described by the GOST R 53350-2009 standard. It, in turn, takes into account the norms of the European standard ISO 668:1995 (currently the current version is ISO 668: 2020 ).
| ISO/GOST container type | Length (inches) | Width (inches) | Height (inches) | TEU designation |
|---|---|---|---|---|
| 1EEE | 45 ? | 8 | 9'6 ? | 2.25 TEU |
| 1EE | 8'6 ? | |||
| 1AAA | 40 ? | 8 | 9'6 ? | 2 TEU |
| 1AA | 8'6 ? | |||
| 1A | 8'6 ? | |||
| 1AX | <8 ? | |||
| 1ВВВ | 29'11 ? | 8 | 9'6 ? | 1.5 TEU |
| 1ВВ | 8'6 ? | |||
| 1B | 8' | |||
| 1VX | <8 ? | |||
| 1СС | 19'10 ? | 8 | 8'6 ? | 1 TEU |
| 1C | 8' | |||
| 1CX | <8 ? | |||
| 1D | 9'9 ? | 8 | 8' | 0.5 TEU |
| 1DX | <8 ? |
PIGGYBACK
A contrailer is a special type of containers for multimodal transportation, which can act as independent trailers for trucks, thanks to the available wheelbase.
Their use makes it possible to simplify handling operations when changing transport from sea to road or from rail to road.
Piggyback transportation (English piggyback, jargon “on the back”) is a service of transportation by one vehicle of another vehicle. The most widespread in the railway industry (English rolling road, RO-RO, "rolling road"), when specially equipped wagons are transported by trailers, eurotrucks with trailers, contrailers, etc. After removing from the platform, they can continue their journey on their own along the roads.
Typical transportation scheme
- The container is attached to the truck and transported to the loading point.
- Loading works are carried out, the necessary documents are drawn up.
- The truck arrives at the port where it is being loaded onto a container ship.
- After the ship arrives at the port of destination, the piggyback is reloaded to the railway base or moves to the area where the tractor can pick it up.
- As part of the train, a wagon with a piggyback trailer arrives at its destination (this step can be omitted if the container is picked up directly from the port).
- After unloading works, the piggyback trailer is included in the road train (like a trailer) and is delivered under its own power to the unloading point.
- After unloading, the container (piggyback) is subject to return to the carrier company (like any container).
Types of piggyback trailers
Like other containers, piggybacks can be of different sizes and, accordingly, capacity or carrying capacity. Most often these are trailers with a carrying capacity of 6 to 20 tons.
As an automotive technique, piggyback trailers can have a different number of axles (primarily depending on the estimated load capacity) - from 1 to 4 axles.
Other types of containers with their own chassis:
Roudreylery (roadrailers) - equipped with both two types of suspension: for railway lines and highways (universal solution for multi-modal transportation using sea, rail and road transport).
Strikeiners are a type of container, the body of which has articulations (for better cornering).
The advantages of piggybacks
- All operations, even with multimodal transportation, are carried out as with a single cargo unit.
- The number of operations during overloading and the time for their execution are significantly reduced.
- Unified size (dimensions) and carrying capacity for all types of transportation.
- Complex solution for multimodal transportation.
Disadvantages
- The container itself is complex, therefore it requires periodic maintenance (lubrication, wheel replacement, etc.), and is expensive.
- As with any containers, contrailers must be returned to the carrier (return shipping costs are included in the shipping service).
- Increased weight and dimensions of the container (the cost of transportation may increase at certain stages).
- When transporting by rail, special wagons are required (with a lowered platform).
HEAVY CARGO
Heavy lift (English heavy lift or h/lift - in the FIATA dictionary) is a cargo whose weight exceeds the permissible norms established for this type of transport. Accordingly, in order to obtain specific numerical values of permissible values, you need to refer to the rules of transportation for individual modes of transport.
Heavy cargoes often have large dimensions and can simultaneously be bulky (oversized) cargo.
Road transport
Heavy cargo in road transport is understood as cargo that, during transportation, creates a load that exceeds the established standards in terms of each axle of the vehicle (in this case, the weight of the cargo and the weight of the vehicle are summed up).
Trucking in the CIS
Permissible loads for freight vehicles during transportation between the CIS countries (Agreement on the masses and dimensions of vehicles carrying out interstate transportation on the roads of the CIS member states of 1999):
| Vehicle type | Number of axles | Maximum permissible load (vehicle + cargo), tons |
|---|---|---|
| Single cargo vehicles | 2 | eighteen |
| 3 | 24 (25 for auto with air suspension) | |
| 4 | 32 | |
| 5 | 35 | |
| Articulated tractors/tractors with trailers | 3 | 28 |
| 4 | 36 (40 when the distance between the axles is more than 1.8 m) | |
| 5 | 40 | |
| 6 | 44 | |
| Buses | 2 | 18 |
| 3 | 24 (28 for articulated axles) | |
| 4 | 28 |
Maximum vehicle weight in RF
The indicated parameters in Appendix 1 to the Rules of Carriage:
| Vehicle type | Number of axles | Maximum permissible weight (vehicle + cargo), tons |
|---|---|---|
| Single cargo vehicles | 2 | 18 |
| 3 | 25 | |
| 4 | 32 | |
| 5 and more | 38 | |
| Articulated tractors/tractors with trailers | 3 | 28 |
| 4 | 36 | |
| 5 | 40 | |
| 6 and more | 44 |
Maximum permissible axle load in RF
According to Appendix 2 to the Rules for carriage by road:
| For a road designed for a load of 6 tf (single wheels/dual wheels) | For a road designed for a load of 10 tf (single wheels/dual wheels) | For a road designed for a load of 11.5 tf (single wheels/dual wheels) | ||
|---|---|---|---|---|
| Axis arrangement | Distance between axles | Maximum load on one axle depending on the standard load of the roadway | ||
| Single axis | More than 2.5 m | 5.5/6 | 9/10 | 10.5/11.5 |
| Twin axles | No more than 1 m | 8/9 | 10/11 | 11.5/12.5 |
| 1 to 1.3 m | 9/10 | 13/14 | 14/16 | |
| 1.3 to 1.8 m | 10/11 | 15/16 | 17/18 | |
| 1.8 to 2.5 m (hereinafter referred to as single axle) | 11/12 | 17/18 | 18/20 | |
| Triple axles | No more than 1 m | 11/12 | 15/16.5 | 17/18 |
| 1 to 1.3 m | 12/13 | 18/19.5 | 20/21 | |
| 1.3 to 1.8 m | 13.5/15 | 21/22.5 | 23.5/24 | |
| 1.8 to 2.5 m (hereinafter referred to as single axle) | 15/16 | 22/23 | 25/26 | |
| More than three close axes in a group | No more than 1 m | 3.5/4 | 5/5.5 | 5.5/6 |
| 1 to 1.3 m | 4/4.5 | 6/6.5 | 6.5/7 | |
| 1.3 to 1.8 m | 4.5/5 | 6.5/7 | 7.5/8 | |
| 1.8 to 2.5 m (hereinafter referred to as single axle) | 5/5.5 | 7/7.5 | 8.5/9 | |
| For close-coupled axles equipped with 4 or more single or dual wheels on each axle (for groups of 2 or more axles) | No more than 1 m | 6/6.5 | 9.5/10 | 11/11.5 |
| 1 to 1.3 m | 6.5/7 | 10.5/11 | 12/12.5 | |
| 1.3 to 1.8 m | 7.5/8 | 12/12.5 | 14/14.5 | |
| 1.8 to 2.5 m (hereinafter referred to as single axle) | 8.5/9 | 13.5/14 | 16/16.5 |
Regional authorities have the right to establish seasonal restrictions for maximum permissible norms within the constituent entities of the Russian Federation on certain highways or their sections.
Heavy cargo for groupage transportation
In some cases, the groupage carrier may ask for an additional charge for exceeding the weight standards. Let's consider the situation using the example of a standard 20-ton truck:
- The maximum permissible design load for this type of transport is about 20-22 tons of cargo (so that, taking into account its own weight of 14 tons, the truck can fit into the standard for the maximum permissible weight - 36 tons for a 4-axle vehicle).
- The capacity of the truck is 33 standard Euro pallets.
- 20 tons/33 pallets ? 600 kg (should be on 1 pallet).
Special permits for the carriage of heavy cargo
Moving vehicles whose weight and axle load exceed the established norms is prohibited without special permits.
Permissions can be:
- interregional (when passing the route through 2 or more regions of the Russian Federation);
- international (when traveling outside the Russian Federation);
- local (within one region).
Registration is possible in several ways:
- online (through the State Services portal);
- in person (at Urdor branches);
- through a representative (if you have a properly executed power of attorney).
To analyze and agree on travel along a given route with a heavy cargo, you must provide the following package of documents:
- statement;
- drawings and specifications of the cargo (at least the weight and dimensions of all packages);
- places of loading and unloading;
- route/routes of movement (main and, if possible, alternative).
The costs of transporting heavy cargo will consist of the following components:
- state fee for obtaining a permit;
- damage to road surfaces (calculated individually based on the quality of roads on the selected route);
- cargo escort costs;
- direct shipping costs.
Shipping
Heavy cargo for sea transport means consignments weighing more than 35 tons.
Separately, there are unique oversized heavy cargo (UKTG) - these are oversized cargo, the weight of which exceeds 100 tons.
Basis - Safety Rules for the Carriage of Oversized and Heavy Cargoes by Sea (KTG) - RD 31.11.21.24-96 (enacted by Order of Rosmorflot No. 44 of 96).
Transportation of heavy cargo is impossible without drawing up a project.
The executor of the project can be a carrier company or other competent organization (for example, a research institute). The project is calculated based on the customer's/client's technical specifications.
The project should indicate:
- the best transportation option;
- cargo securing schemes with calculations;
- calculations related to the ship (ballasting, strength, stability, etc.);
- other calculations in case of additional equipment of the vessel (for example, when reinforcing decks);
- organization of loading and unloading, including weather conditions;
- a detailed list of auxiliary materials and means of mechanization;
- instructions to the captain;
- measures for the preparation of berths (only if necessary).
Design organizations can oversee the loading, unloading, securing and transportation of cargo in accordance with the project.
Air transport
Heavy cargo in air transportation includes cargo whose mass exceeds 80 kg.
The basis is the Guidelines for Freight Transportation on Domestic Airlines (RGP-85), paragraph 2.9.1.
If the specified standard is exceeded, the customer will need a separate agreement on the route for the transportation. This is due to the fact that not all airports are able to handle heavy shipments.
For example, individual airports can handle the following cargo without additional approval:
| Airport city | Permissible weight of the shipment (no approval required) |
|---|---|
| Barnaul | Up to 200 kg |
| Astrakhan | Up to 150 kg |
| Volgograd | Up to 100 kg |
| Vladikavkaz | Standard standard (up to 80 kg) |
| Krasnodar | Up to 200 kg |
| Omsk | Up to 100 kg |
| Stavropol | Up to 250 kg |
| Ufa | Up to 150 kg |
Transportation will require a separate package of accompanying and permitting documents.
Rail transportation
AO Russian Railways classifies heavy cargo as cargo that fits within the permissible dimensions, but creates loads that exceed the norms established for universal rolling stock:
- gondola cars - 63-71 tons (depending on the model);
- platforms - 63-71 tons (depending on the model).
For international rail transport, there may be special requirements for the maximum permissible weight. For example (according to the DCh-1835 instruction for the transportation of oversized and heavy cargo on the railways of the CIS member states, the Republic of Latvia, the Republic of Lithuania, the Republic of Estonia):
- when following the routes of Germany, China, Poland, Czech Republic, Slovakia, Korea, Iran, Afghanistan, Mongolia - no more than 60 tons in one place;
- when traveling through Bulgaria, Finland, Yugoslavia, Herzegovina, Bosnia, Croatia or Romania - no more than 30 tons in one place;
- when traveling through Vietnam and Turkey - no more than 20 tons in one place.
Moving heavy cargo and transport wagons is possible only after approval procedures:
- filing an application for preliminary agreement on the possibility of transportation;
- development of technical documentation and a project (with the attachment of drawings of the cargo, its location on the wagon, including with fastening schemes);
- an order for the manufacture of a control frame (only for oversized cargo, it will be transported along the planned route instead of the real cargo);
- obtaining preliminary approval from the administration of the railways;
- final approval by the Special Transportation Department of JSC Russian Railways;
- registration of an application for transportation;
- preparation for transportation and loading;
- acceptance by the technical commission;
- registration of permission.
Within Russia, heavy shipments also require an approval procedure with the Russian Railways Management Department. You need to provide:
- parameters and specifications of the cargo;
- the proposed route of travel;
- layout design in rolling stock and fastening scheme;
- description of special conditions for the carriage of goods.
PLATON (SYSTEM)
The "Platon" system (an abbreviation of the words "payment per ton") is an automatic system for collecting payments from freight vehicles (TC) with a mass of more than 12 tons, moving on public roads in the Russian Federation, on account of compensation for damage that such transport the funds are applied to the road surface. The system also allows you to automatically collect data on the routes of vehicles, for subsequent storage and processing (for example, in order to compile detailed statistics, monitor traffic or to bill for the actual distance traveled, as well as to form an evidence base in case of administrative offenses).
History of creation
One of the key prerequisites for the emergence of such a system is the condition of roads in the Russian Federation. The quality of the coverage of federal and regional highways is deteriorating every year, and restoration work is carried out only at the expense of tax revenues (from the budget).
The most logical solutions to this situation:
- The introduction of an additional, actually targeted, tax that would be levied on the equipment that causes the greatest damage to the coverage, that is, on freight transport.
- Transition to toll roads.
In reality, both concepts were adopted. After the repair work, certain sections of the highways have already become toll-free, and the Platon system has been developed for commercial heavy-duty vehicles, which implies a unified system of tariffs.
In the summer of 2013, the Government adopted Decree No. 504, which provided for the collection of fees for heavy vehicles (maximum permitted weight over 12 tons) - 3.5 rubles/km of track.
As part of the implementation of the decree, in 2014 Rosavtodor announced a competition for the selection of a contractor. The Russian company RTITS LLC was selected for the role of the contractor (Russian Government decree No. 1662-r of 2014).
Investments in the creation of the system amounted to about 30 billion rubles. (most of the amount was issued on credit by Gazprombank).
The system was launched at the end of 2015.
During the first 6 months of work, "Platon" collected about 8 billion rubles. payments. Almost 720 thousand vehicles and more than 248 thousand cargo carriers (including logistics companies) were registered in the system.
In 2018, amendments to the Code of Administrative Offenses came into force, which allowed Rostransnadzor to automatically make decisions on fines for owners of 12-ton trucks. The millionth truck was registered in the Platon system.
With the funds received, 700 km of roads and 31 bridges were repaired in 2019.
Since the launch of the system until February 2020, Platon transferred over 97 billion rubles to the state budget.
Composition/structure of the "Plato" system
Onboard devices . Installed directly on the car and allow you to track the location and the route traveled using geolocation systems (GLONASS/GPS). Location data is transmitted via the mobile network.
Stationary control devices. Special frames and other technical solutions installed at control points directly on the tracks.
Mobile control service. The control is carried out by representatives of the operator on vehicles specially equipped for this. Unlike stationary control points, they can quickly change their location.
Information system and data processing centers (DPCs). The hardware and software part of the system, which is responsible for the automation of calculations and tracking.
User information support centers and call center. Provide resolution of controversial issues, processing incoming requests and timely informing users. In information centers, you can sign a contract and receive on-board devices, pay an invoice, register in the system.
Website and mobile applications. Designed primarily for registering new users, gaining access to your personal account and issuing route maps. In addition, they provide other capabilities of the system (timely information on tariffs, placement of official documents, etc.).
Principle of operation
Drivers or vehicle owners can choose one of the payment schemes:
- Advance. Applies to all new users and users who do not meet the postpay requirements.
- Postpaid(deferred no later than the end of the next calendar month). Registration is carried out only upon a separate application from the user if the following requirements are met:
- more than 2 months have passed since the registration of the vehicle in the system;
- the owner lives in the territory of the Russian Federation (legal entities must be registered in the Russian Federation);
- The vehicle is equipped with an on-board device;
- there are no delays in payment for the last 6 months;
- no arrears in payment of fines due to traffic without payment.
Vehicles weighing over 12 tons can only move on public roads after (any of the options to choose from):
- route map registration;
- installation and activation of the on-board device.
The algorithm of interaction with the Platon system when drawing up a route map will look like this:
- The user registers in the system (this can be done on the website, through self-service terminals or in regional information centers).
- Performs authorization in your personal account and enters data about the vehicle.
- Draws up a one-time route map.
- Makes payment in one of the available ways.
- The vehicle can start moving.
- Control of following the route is carried out using stationary and/or mobile control systems.
On-board devices are most convenient when making regular flights, since they do not need to issue route sheets for each trip. Algorithm of interaction with the system in the presence of an on-board unit (CU):
- Registration in the system.
- Authorization in your personal account, entering vehicle data.
- Signing an agreement for the free use of the BU in the regional Information Support Center (you will need to provide an advisory package of documents, it will be different for individuals and legal entities, citizens of the Russian Federation and foreign citizens).
- Receiving a device (it is tied to a specific vehicle and cannot be used on others).
- Installation and connection of the control unit to the power supply (on-board network of the car).
- Replenishment of the client's account.
- The vehicle moves on the roads, all write-offs are calculated automatically.
- The main means of control is an on-board device, mobile and stationary control systems are used as additional ones.
Tariffs and conditions
According to Government Decree No. 504 of 2013 (even before the system was launched), the base rate was set at 3.5 rubles/km.
But already by the time of launch, the rate was revised - 3.73 rubles/km (Resolution of the Government of the Russian Federation No. 474 of 2015). And subsequently it did not change anymore.
However, the real rate for the period from 02/01/2020 to 01/31/2021 is significantly lower - 2.20 rubles/km . This is due to the application of a correction factor of 0.51, which depends on the consumer price index (Resolution No. 504 as amended in 2019, in accordance with Resolution No. 843).
The specified fee is not charged with (co):
- special vehicles intended for the transportation of weapons and military equipment;
- vehicles used for the activities of the police, ambulance, fire brigade, military traffic police and emergency rescue services;
- vehicles intended for the carriage of passengers (with the exception of vans).
Sanctions/fines
The first violation is 5000 rub. (applicable to vehicle owners, for foreign carriers - to drivers).
Repeated violation - RUB 10,000
The basis is article 12.21.3 of the Administrative Code of the Russian Federation.
Violation means:
- Driving with a disabled/faulty control unit without drawing up a road map.
- Movement in the absence of funds on the account required to write off the payment (except for a situation with allowed postpay).
- If a vehicle is not assigned to a vehicle, the vehicle will drive without a roadmap.
- If there is a road map - movement at a date or time, as well as on a route that does not correspond to those indicated in the map.
Payment/top-up methods
- Cash through payment terminals in partner networks (Euroset, MKB, Eleksnet, QIWI, Sberbank, Energotranspbank).
- By bank transfer according to the specified details.
- From a bank or fuel card account on the system website or in a mobile application.
- By bank card at Service Centers or self-service terminals.
- From a phone account through the MOBI.Money service.
- Using other online services (Sberbank Online, QIWI wallet, Eleksnet Online).
Links
Official site of the Plato system.
LESS THAN TRUCK LOAD (LTL)
LTL-transportation (from the English Less than Truck Load "less than a full truck") is the transportation of goods by road, which involves the consolidation of several consignments of goods from different customers in one vehicle. Alternative names of the service: groupage cargo, consolidated transportation, additional cargo, passing transportation. LTL transportation is carried out only by road transport, and the concept of groupage/consolidated transportation can be applied to other modes of transport (rail, sea, air).
In contrast to FTL (transportation with a full vehicle load), the trip of a car with cargo with LTL is paid for by several customers at once, which imposes a number of difficulties with order processing.
In the field of container transportation, a similar term is used - LCL (Less than Container Load "incomplete container load").
Typical scheme for LTL transportation
- The client hands over the goods to the courier, at the pick-up point or directly at the warehouse.
- If the goods are accepted elsewhere, they are consolidated at the carrier's warehouse.
- Pallets or other cargo packages are formed, if necessary, goods are packed, marked, etc. Accompanying documents are drawn up.
- The car is loaded and dispatched. On the way, it is possible to drive to transit warehouses for additional cargo or unloading part of the shipments.
- Arrival at the main warehouse at the point of destination. Unloading.
- The delivery of the cargo to the recipient is carried out (if necessary, the cargo can be moved to the checkpoint/point of issue or handed over to the courier for delivery to a specific address).
Advantages of groupage transportation
- The first and most important thing is the low cost of transporting a small consignment of goods. Savings become possible due to the fact that there is no need to pay for the entire trip of the vehicle along the route for only one client. The cost of the flight is distributed among all customers depending on how much of the available volume (from occupied transport spaces) the order will take.
- The more popular the direction (there is regular traffic on the most loaded routes), the lower the minimum cost of transportation.
- All necessary related services are available to the client: insurance, packaging, etc.
- LTL is suitable for almost any general cargo (including hazardous or temperature-requiring).
- The customer does not need to dive into the technical details of the implementation of the service (no need to choose the type of vehicle, organize the loading or unloading process, etc.). The client simply specifies the parameters of the cargo, everything else is implemented by the carrier.
- Acceptable delivery speed (it slightly differs from FTL transportation upwards).
- Wide range of delivery options. Depending on the capabilities of the carrier company, the cargo can be issued not only at the warehouse or at the point of issue, but also directly at the specified address.
disadvantages
- Transport often moves on a schedule, and the carrier company ties the delivery time to this schedule. If you did not make it to one car, you will have to wait for the next one (the waiting time increases).
- The route may involve driving through transit warehouses (for reloading orders or unloading shipments from other customers). All this increases the transport time on the way.
- On a per unit basis, LTL transportation is more expensive than FTL.
- Often, LTL transportation itself is carried out by large transport (for example, trucks) on main routes, and related services (delivery to your home or to a selected pick-up point) - on more maneuverable vehicles. If the carrier company does not have its own vehicle fleet in the city of receipt or courier service, then this service will be provided by partners (subcontractors). All this increases the price of the service and the processing time of the order.
- Working with a large number of small orders within one transport or in warehouses leads to an increased risk of loss and/or damage to the goods. The use of modern control systems reduces the risk, but increases the cost of the service.
- The load on the logistician is growing (the route must be planned in detail, and it is also necessary to correctly calculate the return on the flight with reference to the cost of individual orders).
LTL and e-commerce
Groupage deliveries are an ideal solution for sending small consignments for:
- customers/buyers (carrier companies can provide a set of related services, such as: notifying the client about the status of the order, the ability to try on the goods, full and partial payment upon receipt, processing returns, delivery by couriers, work with marriage, etc.; all this assumes the presence of a certain infrastructure, not just vehicles for transportation).
- B2B sectors (thanks to passing transportation, suppliers can send partners exactly as much goods as they need - without reloading to a full vehicle, and on the basis of special warehouses it is possible to provide 3PL services, in this case, online stores do not even need to open and maintain their own warehouses at the pivot points).
What is the cost of LTL deliveries
As in other types of cargo transportation, the final price is influenced by:
- distance/length and difficulty of the route;
- the need to perform additional operations for handling cargo (packaging, labeling, integrity control, delivery to the address, picking up from the address, forming pallets, etc.);
- dimensions and category of cargo, its weight or other parameters affecting the occupied volume of the available volume in the vehicle.
With a certain volume of shipments, LTL transportation may be more expensive than FTL from the same carrier (for large consignments, it is more logical to use FTL).
FULL TRUCK LOAD (FTL)
FTL-transportation (from the English Full Truck Load, "fully loaded vehicle") is a direct delivery of general cargo by a separate vehicle from the starting point to the destination point, used in the field of road transportation. FTL transportation is often opposed to LTL (transportation with partial load of transport, this includes groupage and consolidated deliveries).
In FTL transportation, the vehicle only works with the goods/order of one customer. In fact, the entire car is rented, regardless of the volume of the load.
In the field of sea freight, a similar term is used - FCL (Full Container Load, "full container load").
Benefits for clients/customers
- The waiting time before the machine is presented for loading is reduced (no need to wait for the end of work with other customers, as is the case with groupage delivery).
- The vehicle can be delivered to your warehouse (you do not need to hand over the cargo through the collection points or to the warehouse of the transport company).
- The share of transportation costs is reduced (in terms of a unit of goods, FTL is significantly more profitable than LTL).
- The safety of transportation is increased (the body can be sealed/sealed).
- The travel time is reduced (there is no need to deliver the goods of other customers, stop by at intermediate points along the track, to speed up the service, you can attract several drivers who will drive the vehicle in shifts, without stopping).
- You can correct the proposed route, order a visit to additional points, etc.
- There are no special requirements for the dimensions of goods, as in the case of groupage cargo. The main thing is that the load goes into the body.
- The service is not tied to the infrastructure of the logistics company (partners/contractors in the nearest settlement may be involved for implementation).
- FTL is suitable for both domestic and foreign cargo transportation (if there is a road connection).
Disadvantages for customers
- This service is only suitable for large shipments.
- It is unprofitable to send small consignments of goods using FTL.
- The higher the volume of the body, the cheaper the transportation in relation to a unit of goods. Therefore, renting a small car, even with a full load, under certain conditions can be unprofitable (for example, it is easier to include such a batch in a consolidated delivery).
- Requires the presence of trucks at the point of unloading (in case of downtime due to manual unloading, sanctions may be applied, depending on the terms of the contract).
- There is always a risk of losing the entire consignment (accident, robbery and other emergencies).
- Transport companies can engage contractors as executors, which can significantly complicate the resolution of disputes.
- Road transport may not go everywhere (especially for regions with seasonal traffic). Plus, for certain sections of the route, restrictions on dimensions and weight can be set (and these are difficulties in planning a route).
- Delivery by road is always slower than by air.
What constitutes the cost of FTL transportation
When calculating the price of a trip, the following is of key importance for performers:
- distance from the point of loading to the point of unloading;
- vehicle power/fuel consumption;
- body type (the need to comply with the temperature regime, protection of cargo from precipitation, etc., all this affects the depreciation of the cost of equipment/repairs, etc.).
Trucks and body types for FTL
By body volume - from 5 to 120 m 3 .
The following categories are distinguished by body type:
- awning (provide only protection from wind, dust and precipitation),
- isothermal (they are also "isotherms", they can keep the initial temperature in the body for a long time thanks to a layer of heat-insulating material),
- refrigerators (capable of maintaining the temperature in a given range - up to ?15 C °).
By the way of unloading (canopy):
- top;
- lateral;
- complete.
GENERAL CARGO
General cargo is any piece cargo in packaging or without it, which can be transported on vehicles without special conditions for loading or unloading, as in the case of bulk, bulk or liquid cargo. If a bulk, liquid or bulk cargo is in a container (packed, rolled into coils, poured into tanks, otherwise prepared for convenient reloading) or placed inside other cargo units, this is already a general cargo.
As an example:
- if coal is transported without packaging (in a special hold of a vessel or inside a wagon in bulk), then it is a bulk cargo;
- if coal is transported in a special container or in a big bag (which can be loaded into a vehicle or unloaded on the spot without opening the package), then this is already a general cargo.
Where is applied
In the field of cargo transportation by the following types of transport:
- aviation,
- automobile,
- river,
- marine,
- railway.
General and groupage cargo
The term is often confused with groupage cargo. Carriers working with general cargo can actually accept goods/cargo from different customers for transportation in order to increase the profitability of the flight (the closer the occupied volume is to the maximum allowable, the higher the efficiency of one trip). But in reality they are not equal. The term "general cargo" refers to the definition of the category of cargo, on the basis of which the carrier will take certain measures to deliver it. And "consolidated cargo" is one of the possible options for working with general cargo.
Packaging
General cargo packaging can be used, for example:
- containers (for sea and multimodal transportation, there are options for air transportation);
- boxes (cardboard, wooden, etc.);
- bags (including big bags, which are used mainly for bulk materials);
- barrels;
- bales;
- packages.
Examples of product categories:
- rolled metal products (fittings, pipes, sheet metal, billets, ingots, etc.);
- barreled cargo (coils with wire or wire, drums, barrels, etc.);
- freight containers (regardless of the type and filling, there can be both piece and liquid/bulk cargo inside);
- any bulk or liquid cargo in special packaging (big bags, bags, canisters);
- timber and lumber (logs, beams, boards, laminated chipboard, OSB, plywood);
- finished concrete products (reinforced concrete products);
- cargo, special and any other mobile equipment (with and without its own drive);
- any piece goods in the package (including household appliances or industrial equipment).
Classification
By weight:
- heavy (with a mass of more than 5 tons),
- lightweight.
By dimensions:
- long (more than 3 m in length),
- oversized,
- ordinary.
Compatibility:
- chemically aggressive
- neutral,
- susceptible to aggressive chemical influences.
For marine:
- Safety regulations for the carriage of oversized and heavy cargo by sea (KTG) RD 31.11.21.24-96;
- Rules for the carriage of goods in containers by sea;
- Merchant Shipping Code of the Russian Federation;
- The Hague Rules.
For aviation:
- General rules for air transportation of passengers, baggage, cargo and requirements for servicing passengers, consignors, consignees (FAP 82);
- Manual for Freight Transportation on Domestic Air Lines of the USSR (RGP-85)
- Airport Service Manual (ANM 346);
- Air Code of the Russian Federation.
For automotive:
- Charter of road transport and urban land electric transport;
- Rules for the carriage of goods by road;
- Regulations for the carriage of dangerous goods by road (POGAT and ADR).
For rail:
- In accordance with separate rules approved by orders of the Ministry of Transport or the Ministry of Transport of Russia (divided by types of cars, categories of goods, etc.);
- RF Railway Transport Charter.
Benefits of general cargo
In comparison with other types of cargo that are transported without packaging, general:
- better protected (not directly affected by external factors: temperature, precipitation, mechanical damage, etc.);
- easily overloaded from one transport to another (therefore, they are suitable not only for direct, but also for mixed traffic);
- do not require the use of special equipment during transportation (in most cases, universal vehicles can be used);
- can be supplied in small batches (when transporting liquid, bulk and bulk cargo, this condition is difficult to fulfill).
Disadvantages
- Preliminary preparation of the cargo for transportation is required (packing, forming bales/packages, etc.).
- The container increases the value of the goods.
- In some cases, the packaging is returnable, such as containers (and these are additional costs for its transportation).
FREIGHT
Freight (from German Fracht - cargo, tonnage, English freight) is a service for the carriage of goods by sea or aircraft, provided on the basis of an agreement/contract.
Also, the term can be understood:
- payment for the transportation service, which is determined by the terms of the contract or legislative acts in the field of air or sea transportation;
- the cargo itself, which should be transported on the ship under the terms of the contract (not applied in the field of law, in the latter case, a different definition is fixed for the cargo - "cargo");
- a narrower concept is allowed - the cost of transporting one ton of cargo on a sea vessel, in air transportation - the cost of transporting one kilogram or cubic meter;
- an agreement or agreement, according to which the obligation to transport cargo on ships or aircraft comes.
Freight participants
Charterer (English shipper) - a party to the agreement/contract or its official representative (agent), who act as the sender of the freight (customer of the service). The charterer can be either a legal entity or an individual.
Freighter (English carrier) - the carrier itself, the party to the agreement/contract that is responsible for the transportation of the cargo. Under the terms of the agreement, the entire vessel or part of it (for example, a unit of volume or area) can be leased.
Chartering (English charter) is directly transportation (cargo delivery service) or the activity of concluding contracts for the delivery of goods on air or sea vessels (rent).
Cost calculation
The calculation of freight is no different from the calculation of the carriage of goods by any other means of transport, other than air or sea:
- the length and complexity of the route is taken into account (flights can be direct or transit with calls to intermediate ports or without them);
- the cost may include additional fees paid when passing certain sections of the route (for example, when a ship passes through the Bosphorus or Panama straits), as well as insurance and additional services (for example, for loading and/or unloading);
- the type of cargo is taken into account (whether it is necessary to comply with special conditions for its transportation) and the weight it occupies, volume (the movement of an underloaded vessel may be unprofitable, and overloading is unacceptable);
- as well as seasonal phenomena (freezing of a part of the path in a given direction, bad weather, etc.).
At the same time, two main approaches are distinguished according to the method of freight assessment:
- based on the freight rate;
- with the collection of a fixed fee (lumpsum).
The freight rate will depend on the criteria for evaluating the cargo. For example, small, piece or groupage cargo is most often transported in containers. In this case, the charterer sets one container as a rate. But this is not the only option for assessing the measure of the load. Under a charter contract, the assessment of freight can be made according to:
- units of the occupied volume (in this case, mandatory requirements for the minimum/maximum volume and density may be imposed, such criteria are mainly used when transporting liquid or bulk cargo);
- units of weight (not necessarily in the metric system, it is used, for example, when evaluating bulk cargo);
- cargo places (most often we are talking about the transportation of large-sized pieces of equipment that do not fit into a standard container).
Additional fees may be added to the standard rate (BAS):
- BAF is a bunker fuel surcharge that compensates for fluctuations in its cost on the international market;
- CAF - a markup that covers fluctuations in exchange rates;
- THC - payment for terminal handling of cargo;
- DOCS - fee for the publication of transport documents;
- VAS - payment for additional services.
Types of charter contracts
In the field of merchant shipping, the law of the sea distinguishes the following types of charters:
- chartering for a flight/voyage charter (the contract is concluded for one or several transportation);
- time charter (rent of a vessel for a given time);
- slot charter (a cell/slot/container is rented on the ship);
- bareboat charter (under the contract the vessel is rented without a crew);
- demise charter (the vessel is rented together with equipment and crew).
Specialized views
Back freight - compensation/payment for return transportation (chartering) services in the event that the cargo cannot be handed over at the port of destination for reasons beyond the control of the carrier (for example, if unloading at the port of destination was not allowed within the allotted time ). Charged from the sender.
"Dead freight" is the missing part of the cargo from the declared for loading, which is payable for transportation. "Dead freight" is declared by the captain of the vessel immediately after loading, if such a right is provided for by the terms of the contract. Such a decision can act as an alternative to payment of demurrage - sanctions for the demurrage of the vessel during loading.
Regulatory documents
Ships moving outside the Russian Federation are obliged to obey the requirements of international law, as well as the legislative acts of those countries in whose territory they are currently located.
The activities of courts on the territory of the Russian Federation are governed by the following norms:
- Merchant Shipping Code of the Russian Federation;
- The Water Code of the Russian Federation;
- Of the Air Code of the Russian Federation;
- The Civil Code of the Russian Federation;
- Of the Customs Code of the EAEU.
The moment of transfer of responsibility for the entrusted cargo/goods is determined in accordance with the requirements of Incoterms 2010 or Incoterms 2020 (the rules of 2010 can still be used without any restrictions).
The only change in Incoterms 2020 is the renaming of the DAT schema to DPU.
MIR PAY
Mir Pay is a payment service from the national payment system Mir, developed as an alternative to such foreign services as Google Pay, Apple Pay and Samsung Pay. At the moment it works with a limited number of Russian banks and allows adding only Mir cards to the payment application.
History
In 2014, after the imposition of sanctions by the payment systems Visa and MasterCard, which limited the servicing of their cards for certain Russian banks due to the annexation of Crimea to the Russian Federation, the Government of the Russian Federation initiated a number of amendments to the legislation to create a separate payment system. So in July of the same year, the organization "National System of Payment Cards" (JSC NSPK) was created.
In 2015, the logo (image of the globe), corporate colors (blue and green) and the name ("World" proposed by E. Sosnovskaya from Udmurtia as part of an all-Russian competition) of its own payment system were chosen. The first cards were issued in the same year. Some of them were co-badging (one card can work with two payment systems at once). And all internal Russian transactions of the Visa and MasterCard systems were transferred to processing in the NSPK (to ensure security and stability).
In 2016, a bill was initiated to transfer all employees of budgetary organizations to Mir cards, and the first pilot project with a loyalty program for holders was launched.
2017 - the end of testing, in which nearly 20 Russian banks took part, and the beginning of the mass issue of cards. As of April 2017, more than 5 million Mir cards were issued, by July this number had increased to 10 million, and by December - to 30 million. The share of Mir cards approached 20% of the total number of issued cards in Russia. By the end of 2018, NSPK managed to agree on integration with the Samsung Pay service.
In 2018, after several unsuccessful attempts to negotiate integration with Apple Pay and Google Pay services, NSPK began developing its own application for contactless payments.
The first release took place in March 2019. At the start, only cards from 8 Russian banks could be connected to the system.
Now more than 40 credit organizations can connect to the service.
Features of Mir Pay
- The application is available only for installation on smartphones running Android OS (6.0 and higher).
- To work on the device, an NFC module is required (by analogy with Apple Pay and Google Pay services).
- The application does not store the data of a real bank card - its number is replaced by a token, so a periodic connection to the Internet is required to update (receive a new) token.
- It does not matter for the application whether the card added to the system has an NFC module or not. In the latter case, you get the necessary functionality due to the capabilities of your smartphone.
- Despite working with a large number of banks, at the moment the application does not work with cards of the largest credit institution in Russia, Sberbank. While the NSPK is negotiating the possibility of integration.
- You cannot add cards of other payment systems to the application.
- There is no possibility of integration with mobile applications and sites yet.
GOOGLE PAY
Google Pay is a large international electronic payment system developed and supported by the Google IT corporation. The main technical feature is the transfer of data about the payer's card to the POS terminal over a wireless channel using an NFC antenna, which in turn implies the presence of a similar receiver in the payment terminal.
History
Google Corporation conducts research in various areas of activity. So, within the framework of one of the internal startups in 2011, a special Google Wallet service was developed, which allowed users to transfer funds to each other. The public announcement took place in May 2011 at a press conference. The original territory of action is only the United States. Google Wallet, in turn, replaced the functionality of another online service to simplify electronic payments - Google Checkout (existed since 2006 and allowed to store bank card data).
Already in 2013, the peer-to-peer payment service was integrated with a number of other services of the corporation: Cmail and Contacts. The area of action expanded to the UK. Now it is possible to issue a physical bank card linked to a virtual account. Users could now pay for purchases not only on the Internet, but also in retail stores.
In 2015, at the annual conference for Google I/O developers, the corporation announced the first version of the service - Android Pay. Thanks to a large number of agreements with banking organizations, payment using this service was already at the start possible in favor of more than 700 thousand merchants. The technical implementation is based on the joint development of AT&T, T-Mobile and Verizon - Softcard (a prototype of modern NFC payments).
In 2017, a large-scale expansion of the service began to foreign markets: Brazil, Canada, Singapore, Australia, Japan, Hong Kong and many European countries (including Russia).
In 2018, the corporation announced the unification of all of its payment applications and services in different markets under one brand - Google Pay. In the same year, Google received a license that allows it to work with electronic currencies and process payments in the European Union.
Along with the rebranding, the functionality of the service has also expanded: now payments can be made not only using an Android smartphone, but also online (in a browser), as well as in mobile applications.
At the moment, Google Pay works in 30 countries and allows you to connect cards of more than 10 payment systems.
Google Pay in Russia
The launch in the Russian Federation took place in May 2017 (at that time the service was called Android Pay). At the time of launch, it was possible to connect cards issued by 10 largest banks (including Sberbank, VTB, Alfa-Bank, Otkritie, etc.). To date, the list of partners includes more than 100 credit organizations.
Sberbank alone has updated more than 1 million of its acquiring terminals specifically to expand its geography.
In the same year, the mass issue of cards of the national payment system "Mir" began, but it is still impossible to add them to the Google Pay service (despite repeated attempts by the NSPK to agree on integration).
Security
At the moment of adding a new bank card to the application, its real details are replaced with the data of the virtual card, therefore, even when reading the NFC, the attacker will not be able to obtain information about the real card.
As a second security factor, a password is used to lock the device. Alternatively, there can be:
- PIN code;
- graphic code;
- face unlocking;
- fingerprint.
Without unlocking, it is possible to pay for a purchase no more than 1000 rubles (no more than 3 times in a row).
BESP
The BESP system (bank electronic urgent payments) is a centralized system of large and urgent settlements carried out in real time between Russian banks.
BESP is one of the main elements of the payment system of the Bank of Russia, along with intraregional (VER) and interregional (MED) electronic payment systems. Launched in 2007.
The European counterpart is RTGS.
Requirements for participants
- Availability of a banking license.
- Fulfillment of the Central Bank's requirements for reserves.
- The presence of an account with the Central Bank of the Russian Federation.
- No delays in loans to the Central Bank, as well as in payment of settlement services.
- Fulfillment (compliance) of information security and messaging requirements.
Participants in the calculations can be:
- special (ESD);
- associated (AUR);
- straight lines (PUR).
Statistics
According to data for 2014:
- number of participants - 2495;
- number of transfers - 2.9 million transactions;
- the volume of transfers - 475 trillion. R.
SWIFT
SWIFT (English Society for Worldwide Interbank Financial Telecommunications - "society of world wide interbank financial communication channels", pronounced as "SWIFT") is an international system for the exchange of information on bank payments.
Data exchange takes place in a special format (SWIFT format), the service is responsible for sending data, standardizing the exchange, and settling disputes.
Standards
The system works with the following standards:
- ISO 9362 (BIC);
- ISO 10383 (MIC);
- ISO 13616 (IBAN);
- ISO 15022 (Data Field Dictionary);
- ISO 20022-1.
Russian counterparts
SPFS (Financial Messaging System) - as a direct alternative. The issue of disconnecting Russian banks from the SWIFT system has been resolved since 2014 since the introduction of sanctions. SPFS was created as a backup version, working with the same message format.
More than 400 domestic banks were connected to the SPFS at the time of mid-2018, which is more than the number of credit institutions in the Russian Federation in the SWIFT system.
Other Russian counterparts:
- CyberFT;
- Transit 2.0;
- Finline.
DYNAMIC CALL TRACKING
Dynamic call tracking is a technology for accounting for incoming calls in Internet marketing, which allows you to associate a contact number with a user's session on the site. In this case, the phone number is allocated from the available pool of numbers of the service provider (dynamic pool) and acts as a user/visitor identifier.
Thus, the owner of an online store or online service can track the effectiveness of not just an advertising channel, but a specific advertisement, search query, page on the site (each visitor is assigned his own number).
Dynamic call tracking services provide the following information:
- referral source (including the address of the site from which the user came or the ad unit/banner);
- search query;
- name of the campaign in contextual advertising networks (YAN, Google Adsense);
- other data provided by metric services (UTM tags, browser and operating system version, region and city, screen resolution).
The dynamic call tracking service can be provided by:
- telecom operators (provide as an additional service),
- services of advanced analytics and statistics for Internet projects.
In the first case, numbers can be allocated automatically from the entire available pool (based on internal or user-defined logic) of the operator or from the pool of numbers that the user has prepaid/ordered.
In the second, most often only from a prepaid pool (this limitation arises due to the lack of numbering capacity of the service).
A fixed number of numbers for dynamic tracking imposes rotation restrictions. For example, a returning user may already receive a different number and then the system will be counted as a new client.
Increasing the time for booking a room for a visitor increases the reliability of the statistics obtained.
