Here, only the problems of small businesses that are involved in the transportation of goods on the roads of RUSSIA are considered. This is a subjective opinion and may not fully reflect the views of market participants, or even contradict them.

Priority problems in cargo transportation for small businesses:

1. Incompetence, financial illiteracy of some participants in the freight market;
2. Value added tax, its impact on the freight market
3. Aging of the fleet of transportation participants;
4. Price competition, dumping of carriers market participants;
5. Dialogue with the authorities.

Secondary problems in cargo transportation for small businesses, although these are the problems that concern the bulk of carriers in the first place:

1. Fundraising system for compensation for damage to the roadway "Platon";
2. Tachographic control;
3. Weight control.

Consideration of the main problems in cargo transportation for small businesses in more detail.

1. Incompetence, financial illiteracy of some participants in the freight market.

The illiteracy of some "entrepreneurs" involved in road transport is as follows: there is no clear understanding of the main basic principles work. These "entrepreneurs" cannot calculate the cost of work.

Accordingly, the calculations of such entrepreneurs look something like this:

A) freight cost - diesel fuel = if the remaining amount is more than 0, then it means earned, otherwise lost

B) freight cost - diesel fuel - food - overhead costs = see point "A"

C) distance X fuel consumption X cost of a liter of fuel X 3 = they try to leave according to the amount obtained as a result of the calculation.

These are just three options for calculating the cost of freight, which are used by some carriers. In fact, there are much more options for calculating, I even had to meet those who do not use any calculation options at all, but travel for the amount offered by the dispatcher.

This raises a question that is very funny at first glance, which is quite common among those who want to try to start a business in cargo transportation - which tractor (car) to buy. And where is your calculation, fellow entrepreneurs?

Even if we carry out a superficial analysis of the cargo transportation market, it becomes clear that there is no fundamental difference. There are some deviations in operating costs for maintenance of equipment, but their impact is not so obvious if you make a competent calculation of the cost. It is from here that such concepts as obratkki and hitchhiking are formed.

Based on what is described in this paragraph, it is possible to sum up an intermediate result: it is very difficult to make money when the final price for a service, with equal or with slight deviations in the price of the cost of providing this service, is formed practically with the help of a shaman's tambourine.

If there are difficulties with calculating the cost, then you can start with this.

1. value added tax

The problem with value added tax "VAT" lies in the following:

A) The inability of individual entrepreneurs to work with organizations, since a large number of entrepreneurs employed in the field of cargo transportation work according to the patent system, or on UTII. These taxation systems do not involve working with VAT. This, in turn, makes cooperation between organizations working with VAT and small businesses unprofitable.

But as always, if something does not work out, then there is someone who can help. It is here that the assistants - the dispatcher - enter the scene.

B) Dispatchers are not only those people who, for their “interest”, can bring together the participants in the chain of cargo owner – cargo carrier – consignee. They take on the role of a company that converts money with VAT into money without VAT. Where the VAT goes in this case is unknown.

There are enough sites on the Internet where the cargo owner - the carrier - the consignee can find each other, but there is little sense from this. Due to the use of different taxation, their interaction is practically excluded. That is why there are so many intermediaries on the platforms intended for direct cooperation.

The bottom line: carriers can also use the tax system that allows you to work with VAT, but this comes with additional financial costs in the form of job creation for accountants. The use of such systems can only be effective if there is a large car park, which is clearly beyond the scope of small businesses.

1. Aging of the fleet of transport participants

The fleet of carriers in Russia is very diverse, ranging from vintage domestic trucks to almost new modern equipment. Exemplary, average the age of the fleet of individual entrepreneurs involved in the transportation of goods is more than 10 years.

This state of affairs is due to a number of reasons:

A) absence Money for the purchase of new commercial vehicles. This is a consequence of the above phenomena.

B) the inability to attract credit funds by small businesses: there are no available lending and leasing programs.

1. Price competition, dumping of carriers market participants.

As follows from the definition of the word dumping, it is price competition, the essence of which is to sell goods and services below cost, which is aimed at conquering new markets and obtaining economic advantages.

What is happening in the freight market cannot be called dumping. To engage in dumping, you need to know the cost of work and services, to have a goal of capturing the market. This paragraph is not feasible, since the first paragraph states that some market participants cannot calculate the cost of the services they provide.

Some market participants are clearing the way for those who will take their place with their own hands. This is only a consequence of the financial policy pursued by some participants in the transportation, because their cars, which in fact are the main means, are not eternal.

1. Dialogue with the authorities.

Once I managed to take part in a dialogue with the authorities. True, to call it a dialogue, you can with a huge stretch. The authorities in this dialogue had their own goals - to make them accept the legislator's point of view and remain in their warm chairs. Needless to say, the representatives of the authorities were not interested in the problems of market participants. Not a single question was asked by the representatives of the authorities regarding the nature of the current situation. Although logically, the main task of statesmen is to make sure that citizens live better. The arguments of the representatives of the freight transportation market were not heard. According to the reports, the dialogue was held, everyone agrees with everything. This state of affairs at least shows the incompetence of people occupying responsible positions.

Minor issues that put a lot of pressure on small freight carriers.

This list of problems causes the hottest emotions among cargo carriers, since they have to be faced daily.

1. Fundraising system for compensation for damage to the roadway "Platon".

The system of collection of funds, in compensation for harm rendered to the roadway from vehicles with a permitted weight of more than 12 tons, hereinafter referred to as "PLATON".

"Plato" raises a number of questions for the carrier:

A.) This system introduces a significant burden on individual entrepreneurs working in the cargo transportation market, since they do not have the opportunity in the current situation to shift these costs to the customer of transportation. This situation takes its roots from the first point of the carrier's priority problems.

B.) The second most popular question is the timeliness of this system, why the launch of the system was made at such an inopportune time. The launch of the system coincided with a deep crisis in the country's economy. The freight market, in particular individual carriers, felt it very sharply.

C.) The third question that worries market participants is why economic justification with calculations of the harm of "trucks" is not available for free acquaintance with it. It is possible that familiarization with the calculations will remove a number of questions, and possibly give rise to a number of new questions. It is possible that the taxpayers' money has run out. Therefore, there is no way to familiarize interested parties with the calculations, people need to see these figures and calculations. People have enough education to draw the appropriate conclusions, because the bulk received it at a time when it was of high quality.

1. Tachographic control.

There is also confusion with tachograph control, which creates the following questions:

A.) The cost of equipment for monitoring compliance with RTO.

B.) The incompetence of employees who control compliance with the RTO.

C.) The almost universal lack of infrastructure to comply with RTOs.

1. Weight and dimension control

Weight and dimension control, in the form in which it is now, is aimed at destroying the small business of cargo transportation in Russia. Which automatically creates a lot of questions:

A.) The amount of fines for violation, the lack of the concept of the presumption of innocence. There is no way to prove innocence in court. A couple of weight and size fines can bring almost any small cargo carrier to its knees and knock it out of the market.

B.) Replacing the tasks of preserving the roadway with the task of collecting fines, as well as the personal enrichment of dishonest employees.

C.) Lack of ability for carriers to control the axle load.

Outcome. Small carriers are on the verge of bankruptcy, "Platon" was the last straw from which the cup of patience overflowed. Now almost every carrier understands that something needs to be changed, but what? Perhaps now is the time to suspend Plato and other innovations. Engage in dialogue with market participants. Come to an understanding of the problems of the industry and begin to jointly solve them. Now is the time to work together.

Thank you for your time, you can express your thoughts in the comments.

As the experts predicted, Russian market freight traffic has been hit hard by recent developments in Russia and the world as a whole. This was also led to the fall of the Russian ruble, which either pauses or continues again. And dumping in the freight market. IN last years appeared great amount companies offering cargo transportation services, and young organizations often unreasonably reduce prices in pursuit of building a customer base.

The food embargo contributed a lot to this situation. Many carriers have simply lost their main source of income.

Those who remained in the market have a very, very difficult time. And the situation is not expected to improve. Most likely, the situation will only get worse with the introduction of some new legislative acts. Firstly, this is the fare on federal highways from trucks weighing over 12 tons (possibly from vehicles over 3.5 tons). Secondly, it is a ban on Euro-1, Euro-2 and Euro-3. This is done to improve the condition environment and pavement quality. Thirdly, this is a new tax on the extraction of petroleum products, which will lead to a jump in fuel prices.

In the Urals, local companies are already sounding the alarm: they have been almost completely replaced by foreign carriers. They offer customers better prices due to the fact that the service has already paid for itself due to the flight from west to east. The share of Ural companies now accounts for only 29% of all transportation. Local carriers are indignant that even state-owned companies are in no hurry to support them, giving their preference, as they also seek to save money without making far-reaching plans and prospects.

Since there is no significant support from the state in this area, shipping companies have to survive by minimizing costs. This is the only way they can offer attractive prices in conditions of dumping and fierce competition. One alternative method is to equip the fleet with small trucks with optimized fuel consumption. These can be found at Saphireavto. It offers new trucks of excellent quality from the most famous Korean manufacturers. This technique will not only help to provide quality services to customers. But it will also allow to bypass a number of negative phenomena that are observed in the field of cargo transportation.

How to protect yourself from unscrupulous carriers? How to make the road freight market transparent? These and many other issues were discussed at the conference "Freight Market road transport».

Increasing the transparency of the road freight transportation market, creating uniform rules of the game for all participants in the transportation process, ensuring the interests of both the road transport business and the state - this is not a complete list of topics that were touched upon at the second edition of the Road Freight Transportation Market conference.

But before delving into specific industry topics, let's analyze the general state of the trucking market.

Market inefficiency

The market is highly fragmented - the leading players from the top 10 in Russia account for only 16% of all traffic. And in the EU countries, the share of large carriers accounts for 25 to 40% of the market. According to incomplete data (lack of reliable statistics is also a problem for the commercial transport market), only 10 companies in Russia, and this is only 8% of the total, can be classified as large. The size of the vast majority of auto enterprises can be judged by the size of their fleets. According to MegaResearch, more than 90% of carriers own less than 50 trucks. And very often in their own way organizational form they are IP.

Again, according to incomplete data, the average age of trucks is 19 years, 55% of trucks are over 10 years old. At large companies the fleet is younger - from 5 years and older. The dominance of small players and individual entrepreneurs does not allow to attract borrowed capital. And if the banking sector is not interested in the cargo transportation market, then it loses a powerful source of financing.

The general problem of the market is the difficulty in recruiting personnel.

Professional drivers are mainly represented by older people, the profession of a driver is not prestigious among young people.

Thus, on the one hand, a fragmented market, an old park, difficulties with personnel, and on the other hand, the growing requirements for the range, quality and safety of services on the part of both consignors and consignees. growing e-commerce, the demand for logistics services is increasing (faster and on time), the requirements for the execution of accounting documents are growing. In addition, the effect of the introduction of the Platon system is manifested, tax administration is being strengthened. The introduction of a system of weight and size control gives practical results.

The trucking sector has the largest number of small and medium-sized businesses when compared with other segments of the TC. Increasing distance of transportation (by 2-3 thousand km), low barrier to entry into the market, the ability to work in the "grey zone", the demand for services, without which not a single transportation process can do - all this together makes the market commercial traffic attractive. Around the car transport companies service repair companies are growing like mushrooms, that is, a multiplier effect is provided. But experts are sounding the alarm and talking about redundancy and inefficiency. existing market cargo transportation.

Indeed, the fleet of trucks in the country is expanding every year and currently has 6.4 million units. Compared with the fleet of 2000, it increased by 1.5 times, and with the fleet of 1990 - more than 2.2 times, although the volume of traffic at the same time decreased by almost three times, and cargo turnover - by 20%.

The problems of the country's freight transport include the inconsistency of the fleet of automatic telephone exchanges with modern requirements and operating conditions. According to the Intersectoral Expert Council for the Development of the Automotive Freight and Road Industry (MOES), half of the truck fleet is not in demand, a significant part of them are included in the category of depreciated funds and should be immediately written off. The structure of the fleet of vehicles in terms of body type, carrying capacity, quality and type of fuel consumed is characterized as imperfect; The level of compliance with Euro-4, Euro-5 and Euro-6 environmental standards remains very low (about 10%).

Almost 60% of the park trucks is in the personal use of individuals who do not have sufficient resources, primarily financial.

And this leads to the aging of the ATS fleet due to its deterioration technical condition due to the destruction of the maintenance and repair system, as well as the development of the "shadow" market system.

The introduction of the system "Plato" and automated system weight and dimension control revealed another problem in the freight market.

Freight development road transport over the past decades, it has been characterized by the downsizing of public transport enterprises and the switching of significant volumes of cargo transportation to the own transport of enterprises and organizations using it for their own needs. The number of trucks in the country is constantly growing, but in large specialized public transport enterprises, the number of vehicles has significantly decreased, while the fleet of individual entrepreneurs and other individuals has increased several times.

As a result, today the share of commercial transportation of goods carried out on the basis of a contract of carriage by road accounts for about 30% of the total volume of transportation and approximately 52% of the cargo turnover. Such transportation is regulated mainly by the Charter of Road Transport and Urban Surface Electric Transport. At the same time, the problem of regulating the transportation of goods for own needs, including the issue of limiting the purchase of any trucks individuals V private property, has not yet been resolved and is still very relevant. Considering the significant gain state regulation in the use of the most powerful fleet of vehicles, which provides transportation of up to 75% of road freight and has the greatest destructive effect on the country's road network, it is expedient, according to industry experts, to exclude the possibility of acquiring large-capacity trucks by individuals in private ownership.

The abolition of the licensing system for trucks in 2005 without an alternative solution to the issue of admitting truck owners to the auto market transport services, an excess of ATS fleet, insufficient control on the country's roads led to the development of a "shadow" market

the provision of such services, which in some transport hubs and regions reaches 70% of the total volume of cargo transportation (such data are provided by specialists of OAO NIIAT). And this, in turn, leads to significant reductions in budget revenues from the freight sub-sector, a decrease in labor productivity and the quality of transport services to consumers. To this should be added the spread of firms - "gaskets", "one-day", outright dumping, that is, everything that should not be in a civilized market.

The ban on the purchase by individuals of trucks weighing more than 12 tons can hardly be considered a market measure of influence. And part of the motoring community, primarily individual entrepreneurs, cannot agree with this. But if uniform requirements are applied to individuals and legal entities engaged in cargo transportation, regardless of their organizational and legal form, the size of the fleet, in terms of technical inspection, medical examination, compliance with the law, general standards of work, then the problem will be solved. And speaking at the conference, Deputy Minister of Transport of the Russian Federation Nikolai Asaul informed its participants that in December 2017, Federal Law No. 398 was adopted, which amends the federal law about security traffic establishing uniform rules of the game for all carriers. A year is given to prepare for the entry into force of this law, and from December 2018, the motor transport community will have to work according to uniform rules.

A rhetorical question

It is in this category that the question asked by Vladimir Matyagin, President of the Association "Gruzavtotrans" can be attributed: who is responsible for the development of trucks? And if at the federal level there is an authority executive power represented by the Ministry of Transport, which includes the Department of State Policy in the field of road and urban passenger transport, then, for example, even in such a significant subject of the Russian Federation as St. Petersburg, the Transport Committee pursues state policy in the field of urban and suburban transport, external transport ( except for freight road transport), as well as intercity and international passenger road transport and coordinates the activities of other executive bodies of state power in St. Petersburg in this area, that is, freight transport “on the ground” does not have its own coordinating body.

The main problems of the industry, according to the head of the association, for the state are reduced to incomplete payment of taxes, high accident rate, non-compliance current legislation. Several tens of millions of people involved in cargo transportation live in conditions of instability. And this is a problem for society, that is, a social one.

Business problems are related to unfair competition, dumping, the lack of a training system for truck drivers, etc.

The system of control over compliance with the law does not have a territorial vertical. Low entry barriers to the market lead to unfair competition, lower quality of services and lower levels of security.

As an option for solving problems, the association proposes to create single system management of the freight transport industry,

which will be able to calculate the impact of the industry on the economy of both the country and the carrier itself. At the same time, it is necessary to introduce regulations for admission to the market of domestic road transport. The mandatory inclusion of the carrier in Single register, as well as annual confirmation of compliance with mandatory requirements. As an example, we can use the mechanism for admission to international road transport, where since 1998 127-FZ “On state control for the implementation of international road transport and on liability for violation of the procedure for their implementation”, as well as the Decree of the Government of the Russian Federation of October 16, 2001 “On approval of the Regulations on the admission of Russian carriers to international road transport”.

The introduced regulation will not only improve the climate in the domestic transportation market, but will also bring national legal regulations to international ones, the president of Gruzavtotrans believes.

Trust but check

Elena Cherkalina, Head of the Transport Services Procurement Group at GEFCO, spoke about measures to avoid cargo losses and violations of the terms of the contract during transportation. The risks faced by cargo owners and logisticians are understandable and boil down to the following:

- "grey" carriers, dumping and saving on taxes;

- low quality of work;

- old transport with a low level of toxicity class;

- "chains" when using third parties and the inability to identify the direct contractor;

– tax risks the cargo owner.

Is it possible to avoid these troubles and how to check the counterparty? Development of modern information technologies allows you to apply new methods in checks. For example, such as: matching IP addresses during correspondence; checking the ties of the company, founders and participants (including family and "historical" ties); cash flow in bank accounts; reality of signatures of authorized persons; the fact of the provision of the service (checking the transportation route and its reality in relation to the transport documents); availability of all transportation documents, duly executed; the physical presence of an office, staff, resource for the provision of a service.

If you, as a cargo owner, do not want to "get caught" when transporting your cargo, do not be too lazy to create a carrier's dossier.

At a minimum, you should be interested in data on vehicles (age and class) and drivers. It will not be superfluous to have a preliminary meeting with the carrier, as well as checking the relevance of its telephone numbers and office address. Publications in the media and reviews of the work will help you make a preliminary "portrait" of your carrier.

Familiarization with the statutory documents and forms of mandatory financial statements complement your idea of ​​a business partner.

Existing risk management systems will allow you to objectively evaluate the carrier. The main thing is not to neglect these procedures and not hope for a chance.

In any case, such facts as the period of existence of the company for less than a year, the process of its reorganization, the opening of one of them bankruptcy proceedings, blocking of accounts, being on the “black” list of disqualified persons, the presence of injunctions, etc. should be alarming. low compared to the market average prices for services.

According to experts, the systemic transformation of the industry will last 3-5 years. Implementation of state information systems control over the activities of carriers (Platon, ASVGK, ERA-GLONASS) and the desire of the majority of carriers to work efficiently, safely and stably will make the freight market a real market. In the meantime, business partners should trust each other, but check ...

Libra always with you

Before moving on to the issue of weight and size control, let me give an example from the speech of a representative of RD Group LLC from St. Petersburg. So, in 2016, a car weighing 210 tons was detained on one of the federal highways! The damage from this truck is comparable to the damage caused to the roadway of 60,000 passenger cars.

Of course, this case is unique, but, according to NIIAT specialists, the amendments to the Code of Administrative Offenses, effective from January 1, 2015, imposing fines for exceeding the permitted axle load norms, do not fully take into account the peculiarities of the country's road network, the main parameters of which, as a rule, are designed for movement of vehicles with an axle weight of up to six tons. The length of such roads in our country is at least 75% of the entire road network.

To date, not all carriers carrying out the transportation of goods in excess of the established norms for the total mass and axle loads of the vehicle acquire the paid special permits provided for in such cases. Thus, the number of trips for the transportation of heavy cargo in 2017 amounted to 446 thousand. A total of 306 thousand permits were issued, of which 252 thousand were issued for large-sized vehicles, and 52 thousand for heavy vehicles.

As a result, there is significant damage to the country's road network without adequate compensation. According to experts from road organizations, the estimated damage from exceeding the established weight limits on the country's road network (about 2.6 trillion rubles) is twice the total value of all road funds.

According to the “law of the fourth degree”, the destructive force acting on the roadway increases more intensively than the degree of excess of the axial load. Thus, when the normative axial load is exceeded by 10%, the force acting on the roadway increases by 46%, by 50% - by 406%, or more than five times. Driving a loaded vehicle with a 10-ton axle load on a road designed for 6-ton axle loads will cause an almost eightfold increase in the degree of wear and destruction of the roadway compared to the movement of a vehicle with a 6-ton axle load.

According to the state as the main regulator, the size of the punishment should not only improve the situation in the industry, but at the same time ensure the flow of funds for its development. Recall that for exceeding the permitted axle load norms, a fine threatens already for a 5% overweight (previously the limit was 15%).

In addition, the penalty for exceeding the axle load does not exclude the penalty for general overload. vehicle, due to which the total amount of damage for damaging Russian roads with a new calculation method (depending on the region and time of year) can simply ruin a small enterprise. Moreover, it becomes more difficult to escape from the control of axial loads thanks to stationary posts of automatic weight and dimensional control (ASVGK).

The system is designed to provide not only an accurate measurement of the weight and size parameters of vehicles, but also their photo and video recording with recognition of the state registration plate. It allows you to weigh vehicles at speeds up to 150 km / h and up to 200 tons with a total weight.

To fully cover the entire network of federal highways of the Russian Federation, it will be necessary to create about 8 control points for every 1000 km of highways. For comparison, there are more than 900 checkpoints in the US.

It is expected that in Russia about 125 stationary points will be deployed as part of the weight and size control system by mid-2018.

By this time, Rosavtodor plans to put into operation more than 50 new weight and size control points in addition to 74 already functioning ones. The cost of equipping each is from 20 to 40 million rubles.

Despite a number of government measures, according to expert estimates, more than 30% of freight vehicles move with overload. Meanwhile, everyone is interested in the development of systems for monitoring cargo parameters - both the state and manufacturers control systems and the transport companies themselves.

But if the benefit of the first two categories is clear, then what is the interest of carriers?

More and more transport companies perceive the control over the parameters of the cargo as a conscious necessity.

Thus, on-board weighing control systems, as the most promising today, due to direct installation on board the vehicle, allow monitoring during loading, unloading and throughout the entire route of transport,

that is, "the scales are always with you." But for carriers certain types cargo is simply not enough without them.

For example, with regard to bulk cargo (crushed stone, sand, expanded clay, etc.), the main problem is the low rates for the transportation of "loose". At the current market price, to transport without reloading is to work only for fuel and the salary of the driver.

In addition, the process of moving an inert (bulk) cargo in the body when the vehicle is moving often leads to fixing a violation of the established standards for axle loads, even if the vehicle is loaded to the standard before the start of movement.

The conclusion is unequivocal: it is necessary to use on-board weighing systems together with GLONASS monitoring systems.

This will allow:

- keep records of the amount of garbage (MSW) actually accepted at the landfill in automatic mode, taking into account the location of unloading to exclude unauthorized discharge in prohibited places;

- to carry out settlements between enterprises for services for the transportation and disposal of solid waste based on real data;

- to clearly define the amount of relevant state subsidies, as a result - to save budget funds.

In this way, fleets benefit from improved freight safety; ensuring the optimal mode of operation (protection of the vehicle from premature wear); underload control; saving time in the process of loading and unloading.

As a result, the transportation of goods will be within the legal restrictions on weight, dimensions and axle loads.