of the Maritime University of Szczecin
Akademii Morskiej w Szczecinie
2019, 58 (130), 113–120ISSN 1733-8670 (Printed) Received: 15.05.2019
ISSN 2392-0378 (Online) Accepted: 31.05.2019
DOI: 10.17402/343 Published: 25.06.2019
Determinants of decisions on modal shift to inland
shipping to serve hinterland seaports
Michał Pluciński
University of Szczecin
e-mail: michal.plucinski@wzieu.pl
Key words: transport demand, determinants of transport mode selection, inland shipping, transport infrastruc-ture, maritime trading, Oder Waterway (OW)
Abstract
One of the major issues with freight carriage is choosing the ideal mode of transport. This is no different for transporting cargos in maritime trading, where the land section of the transport route may be accomplished by inland shipping, provided sufficient transport infrastructure exists. This article presents the results of a study on the demand for inland shipping to and from the seaports of Szczecin and Świnoujście. The research study was carried out in 2017 by applying demoscopic methods. Interviews were conducted with major cargo ship-pers involved in maritime trading based within the Oder Waterway corridor who import/export over 10,000 tonnes of cargo per year. The interviews made it possible to obtain information on the most important factors considered by individual cargo shippers while organizing their transport processes. In addition to identifying the determinants themselves and to specify their nature, the study also indicated the positive and negative con-sequences of each determinant on the modal shift to inland shipping. The research in this study showed that a key role was played by determinants connected with the characteristics of carried cargoes, features of a given transport mode, and financial consequences of choosing a certain transport solution. An important factor was also the characteristics of the cargo shippers declaring the demand for transport, as well as changes in the cargo structure and the directional structure of foreign trade.
Introduction
Freight carriage between seaports and their hin-terlands is accomplished by selecting a specific mode of transport or a combination (multimodal transport), followed by choosing a specific carri-er or carricarri-ers. Decisions to select transport modes (multimodal transport chains) may be amended due to changing demands of cargo shippers, as well as changes occurring on the supply side (e.g., new infrastructure parameters or a new range of services offered by carriers). Individual transport modes have unique features that are desired by individual car-go shippers. The relevant academic literature that addresses the issues of satisfying transport require-ments by particular modes of transport have most often analysed factors such as cost, bulk handling, speed, comprehensiveness, timeliness, availability,
and directness (Grzywacz & Burnewicz, 1989; Rucińska, Ruciński & Wyszomirski, 2004). Analys-ing the shares of the particular modes of transport in any seaport-hinterland transport route makes it possible to determine the share value at any partic-ular moment (e.g., a year) or changes in the share that occur over a specific period of time. Apart from the general conditions resulting from transport pol-icy priorities at the national/supranational level, an interesting area of research is formed by determi-nants that facilitate or hinder modal shifts in cargoes carried to/from seaports. The main purpose of this article is to identify such determinants related to inland waterway transport.
The research study, whose results were used to pre-pare the empirical part of this article, was performed in 2017 in connection with the planned investments of the Oder Waterway (OW), covering the section
from Malczyce to Widuchowa. The investments were aimed at upgrading the OW to class III nav-igability. Completing the investments would allow inland shipping to become a genuine alternative to road and rail haulage in Szczecin and Świnoujście seaport-hinterland transport. The said investments were subsidized by the EU and are expected to be completed by the end of the current programming period (2023).
Literature review
An overview of both quantitative and qualitative research methods applied in studies investigating the demand for inland waterway transport services is presented by Wojewódzka-Król and Rolbiecki (Wojewódzka-Król & Rolbiecki, 2017). The authors noticed that due to the subjective nature of such stud-ies, demoscopic methods do not represent all types of transport users, since studies applying this method tend to cover only the most important business enti-ties that generate transport needs. The authors also noted that such studies are pointwise since demand for transport does not exist at all times, but rather only at certain points in a given economic space.
Inland shipping is considered to be an alternative to road haulage, as it generates substantially lower external costs. The preferences were made particu-larly explicit in the White Paper on European Trans-port Policy of 2001 (White Paper, 2001), and also in the subsequent document issued in 2011, which included the challenges associated with the preferred modal shift by 2030 and 2050 (White Paper, 2011). Apart from inland waterway transport, desired alternatives to road haulage include rail transport (or transport chains with a dominating share of rail haulage), and short sea shipping (Kalinowski, 2015). Compared with road haulage, inland waterway transport is expected to generate much lower exter-nal costs (Frémont & Franc, 2010), but available lit-erature sources do not provide unambiguous benefits that favor of inland shipping relative to rail trans-port. According to information found on the Europe-an Commission’s official website, inlEurope-and waterway transport constitutes an environmentally-friendly alternative to road and rail transport in terms of ener-gy consumption and noise emissions (Mobility and Transport, 2018). However, according to the meth-odology adopted in analyses prepared for projects applying for co-financing any transport investments with EU structural funds, inland waterway transport is presented as a mode of transport that generates higher external costs than rail transport (Essen et
al., 2011). This information is particularly important since possible multimodal shifts to inland shipping (after upgrading the waterway to navigability class III) will mean that a considerable portion of trans-ported homogeneous bulk cargoes or conventional general cargo would shift from rail haulage.
The issue of forecasting and modelling the demand for freight transport has been addressed in academic literature by Postan and Filina-Dawidowicz (Postan & Filina-Dawidowicz, 2017) and Howe et al. (Howe et al., 2016). Studies with regard to inland waterway transport have been performed by Filina-Dawido-wicz, Kotowska, Mańkowska, and Pluciński (Filina-Dawidowicz et al., 2018) and Wojewódzka-Król and Rolbiecki (Wojewódzka-Król & Rolbiecki, 2017). Studies performed in the 2010s showed that select-ing a transport mode (an multimodal chain) is related to the physical and chemical or economic properties of cargoes (Odlanicka-Poczobutt & Kulińska, 2015), as well as to characteristics of the transport meth-od (Jędrzychowski & Karkos, 2016). Some authors have also emphasized the significance of availability (deployment) of the transport infrastructure to cargo shippers (Kozerska, 2016).
Methodology
The adopted research methodology is based on qualitative studies investigating the demand for inland shipping and falls within the scope of demo-scopic methods. The study used diagnostic surveys and a research technique in the form of interviews conducted with major cargo shippers involved in maritime trading, based within the Oder Waterway corridor who import/export over 10,000 tonnes of cargoes per year. This approach is typical for dem-oscopic methods which aim to obtain knowledge regarding the size and structure of transport needs directly from business entities and also information on subjective motifs of the transport users’ prefer-ences (Grzywacz & Burnewicz, 1989).
The criterion of the minimum annual transport volume of 10,000 tonnes within 50 km of the OW within 5 provinces (Śląskie, Opolskie, Dolnośląskie, Wielkopolskie, and Lubuskie) was met by 28 mar-itime exporters (it was not possible to carry out interviews with 6 entities) and 37 importers (it was not possible to carry out interviews with 9 entities). The studies were based on data obtained from the Analysis Centre of the Customs Administration in Warsaw (CAAC). Answers to questions formulat-ed in the interview questionnaires were providformulat-ed during in-person interviews, phone conversations,
and video conferences with representatives of pri-mary cargo shippers (industrial plants) or secondary cargo shippers (trading companies and forwarders).
The representatives of the surveyed entities pro-vided data regarding the transport volumes based on historical data several years prior to the survey. In the case of significant structural changes, the current volume of exported/imported cargoes was taken into account. The interviews provided infor-mation on factors considered to be the most import-ant by individual cargo shippers when organizing transport processes. The identified factors included those that advocated for a modal shift, as well as those that refuted the rationale for such a shift. In addition to identifying the determinants themselves and to organizing them into groups (specifying their nature), the generalizations generated from the research results identified the consequences of each of the determinants on making the modal shift to inland shipping.
Identification of determinants influencing decisions on the modal shift to inland shipping (based on surveys taken by major cargo shippers located within the Oder Waterway corridor)
In 2016, business entities located in the Oder Waterway corridor in the Śląskie, Opolskie, Dol-nośląskie, Wielkopolskie, and Lubuskie provinc-es generated an international transport volume of 76.1 m tonnes (36.2 m tonnes of imports and 39.9 m tonnes of exports). Most cargoes were carried by international road transport (42.1 m tonnes) and international rail transport (19.5 m tonnes). Due to poor inland waterway infrastructure, inland shipping accounted for a negligible amount of this volume, while a relatively small percentage of the cargoes was carried by sea. In 2016, both maritime imports and exports amounted to 5 m tonnes (CAAC, 2016). The dominating cargo group in maritime export (3.9 m tonnes) and import (3.6 m tonnes) was miner-al products. In terms of spatiminer-al distribution, the big-gest share of the transport volume was carried from seaports to cargo shippers’ locations in the Śląskie province (3.4 m tonnes) and on the reverse route (4.1 m tonnes).
As previously mentioned, the detailed surveys of demand included only the most prominent importers and exporters using maritime transport, based with-in 50 km from the OW and generatwith-ing over 10,000 tonnes of cargo per year. Their locations and cargo structures are presented in Table 1, and an interview
was also conducted with the Kędzierzyn Koźle inland port lessee.
Based on interviews with representatives of the entities listed in Table 1, the following conclusions were formulated:
• In the group of 45 entities generating over 10,000 tonnes of cargoes in maritime trading (some of the surveyed entities were both maritime exporters and importers), 14 entities declared they would consider shifting some cargoes transported to/ from the seaports to inland shipping (a multimod-al chain including inland shipping).
• The entities that declared such a shift came from the Śląskie (4 entities), Dolnośląskie (3 entities), Opolskie (4 entities), Lubuskie (2 entities), and Wielkopolskie (1 entity) provinces. 8 of them were involved in manufacturing operations (of which 3 had direct access to the OW), and 6 worked as intermediaries in international trading.
• Entities open to possibility of shifting some car-goes to inland shipping were: 6 cargo shippers in the “mineral products” cargo group (import-ed coal, export(import-ed coke, and coke dust, import(import-ed iron ore, and imported diesel oil), 3 cargo ship-pers in the “chemical industry products” cargo group (imported chemical raw materials and com-ponents, exported chemical fertilizers), 2 cargo shippers each from “base metals and products” (imported cold and hot rolled metal, exported scrap metal) and “products of stone, ceramics, and glass” (imported granite), and 1 cargo shipper each from “wood and wood products” (timber) and “wood pulp, paper, cardboard and product” (cellulose). One of the cargo shippers declared they would shift cargoes from two different cus-toms classification sections.
• In 8 of the shifts to inland shipping or a water-land chain, the solution would replace direct rail haulage, in 3 cases direct road haulage, in 2 cases road-rail chains, and in 1 case mixed rail and road transport.
• Shifts to inland shipping (land-water chain) included some cargoes that had only been trans-ported via other transport modes. The scale of the most significant shifts was influenced only by the volume transported when navigation was closed for winter.
• Significant factors influencing shifting some car-goes carried to/from seaports to inland shipping were the location with direct access to the OW (3 entities), the availability of appropriate stretch-es of land on which future inland transshipment terminals could be constructed (2 entities), and
the current use of multi-modal road-rail haulage (2 entities).
• For most entities that declared a modal shift of cargoes to inland shipping (a water-land chain), a sufficient incentive for such a shift was a price reduction of the entire transport process by 10-20% compared with alternative solutions. One entity specified a difference of 30% due to the considerable sensitivity of customers to the possi-ble deterioration of the transported cargo quality. • According to the representatives of the entities
that declared a modal shift, the longer transport
duration by inland vessels compared with the transport time via other modes (mainly rail haul-age) was not a problem (appropriate delivery organization), provided it was compensated by the aforementioned reduction in the total carriage costs.
• Most representatives were not concerned that, after shifting some cargoes to inland shipping, railway transport operators would change their business terms dramatically (the possibility of using rail services is particularly important during closed navigation periods), because the entities
Table 1. Locations and cargo structure of maritime importers and exporters generating over 10,000 tonnes of cargoes per year [ study based on data received from CAAC for 2014 and 2016]
s/n Location number in the customs classification) s/nType of imported cargoes (section Location number in the customs classification)Type of exported cargoes (section
1 Śląskie 5, 6, 7, 8, 13, 15, 16 1 Śląskie 5, 15 2 Śląskie 6, 7 2 Śląskie 5 3 Śląskie 5, 15, 16 3 Śląskie 5 4 Śląskie 7, 8, 9, 11, 13, 15, 16, 17, 18, 20 4 Śląskie 7, 10, 11, 13, 15, 16, 17, 18, 20 5 Śląskie 5 5 Śląskie 6, 13 6 Śląskie 5 6 Śląskie 9 7 Śląskie 5, 15 7 Śląskie 5, 15 8 Śląskie 7, 15, 16 8 Śląskie 5 9 Śląskie 5 9 Śląskie 6, 15 10 Dolnośląskie 5, 14, 15 10 Śląskie 5, 6, 13, 16 11 Dolnośląskie 5 11 Śląskie 7, 16, 18 12 Dolnośląskie 6 12 Dolnośląskie 6 13 Dolnośląskie 15, 16 13 Dolnośląskie 6, 7 14 Dolnośląskie 5, 7, 8, 10, 11, 12, 13, 15, 16, 18, 20 14 Dolnośląskie 5, 6, 14, 15 15 Dolnośląskie 5 15 Dolnośląskie 1, 2 16 Dolnośląskie 6 16 Dolnośląskie 6 17 Dolnośląskie 5, 13 17 Opolskie 5 18 Dolnośląskie 6 18 Opolskie 6 19 Dolnośląskie 9 19 Opolskie 9 20 Dolnośląskie 5, 13 20 Wielkopolskie 15 21 Dolnośląskie 15 21 Wielkopolskie 9, 20 22 Opolskie 15, 16, 18 22 Lubuskie 5 23 Opolskie 2, 3, 4, 5, 6, 7, 13, 15, 16, 20 24 Opolskie 5, 6 25 Opolskie 15 26 Lubuskie 10 27 Lubuskie 7, 10 28 Lubuskie 5
* Key: 1 – livestock and products of animal origin, 2 – products of plant origin, 3 – fats and oils, 4 – processed foods, 5 – mineral prod-ucts, 6 – chemical industry prodprod-ucts, 7 – plastics and plastic prodprod-ucts, 8 – leather and leather goods, 9 – wood and wood prodprod-ucts, 10 – wood pulp, paper, cardboard and products, 11 – textile materials and products, 12 – footware, headware, 13 – products of stone, ceramics, glass, 14 – pearls, gemstones, precious metals and products, 15 – base metals and products, 16 – machines and equipment, electric and electronic appliances, 17 – transport equipment, 18 – optical, photographic, measuring, and monitoring appliances and devices, 19 – weapons and ammunition, 20 – various finished goods – furniture, prefabs, and toys, 21 – artworks, collectibles, and antiques.
shipping substantial cargo volumes already use several rail transport operators.
• The factors in favor of shifting some cargoes car-ried to/from seaports include:
– An insufficient number of wagons and on-train teams (indicated by the interviewed representatives).
– The fact that the duration of individual rail transport processes is not always precisely foreseeable.
– Unattractive rail transport rates are offered to entities that do not ship full train loads.
• Another factor in favor of the modal shift was the experience obtained so far by some of the cargo shippers during collaboration with operators in the Szczecin and Świnoujście seaports.
• For cargoes within the “products of stone, ceram-ics, and glass” group (granite), shifting some cargoes to inland shipping would reduce the total transport cost (which can account for more than 50% of the whole sale/purchase transaction amount), move the cargo distribution closer to their recipients (Dolnośląskie and Śląskie prov-inces), and eliminate the need to cut large stones that cannot be transported by other modes.
The vast majority of the representatives of the entities that shipped their cargoes via maritime trans-port negatively assessed the possibilities of a modal shift to inland shipping (a land-water chain). To sub-stantiate their refusal to declare support for the mod-al shift, the interviewed representatives of the said entities indicated the following factors:
• Transport of only containerized cargo (11 entities) disqualified the use of inland shipping due to the OW parameters (i.e. the predominant part of the route does not meet international waterway class requirements) and the time pressure accompany-ing such transport operations.
• No direct access to inland waterway transport by the majority of major cargo shippers using mar-itime transport and based within the Oder river corridor (except for Grupy Azoty, PGE, Arctic Paper, and Polchar).
• Small consignments that are transported to multi-ple recipients, often every several days, are usual-ly carried by road transport.
• Time constraints are connected with finan-cial aspects. For example, barge transport from Śląskie Province to the seaports takes about a week, whereas rail haulage takes only 1–2 days. For exports, payments due to a foreign contract-ing party are usually made one day after the ship leaves the seaport.
• Structural changes in some markets disqualify new transport solutions (e.g., the export of Polish coal carried by sea used to amount to millions of tonnes, but in 2017 it did not reach even 1 million tonnes).
• The complexity of the transport process using inland shipping, which in most cases is multi-mod-al, and the consequences of this, i.e. disadvan-tageous rates offered by rail transport operators for short, pre-carriage/on-carriage distances and the need to perform two additional transshipment operations. This results in additional losses in the cargo amount or undesirable crumbling.
• The largest industrial plants located in the study area have been technologically adjusted to being served by rail transport.
• Reliability of delivery – some cargo shippers con-sider inland shipping to be an unreliable mode of transport due to interruptions connected with water levels or lock operation failures.
• Specificity of deliveries made by some of the interviewed cargo shippers, characterized by intensive deliveries over a short period of time (1–1.5 months) followed by a long break.
• Inability of the Świnoujście port to handle vessels with a capacity of 100–120 k DWT, and many car-go shippers perceive it to be a purely bulk carcar-go port.
• A concern by entities that generate smaller cargo volumes in international trading that make use of inland shipping (taking into account the closed winter season) will significantly worsen the busi-ness terms offered by rail transport operators. • Operation of multiple facilities will require
car-goes be sent or received by sea to/from several facilities in Poland, even when they are formally exported/imported by a facility located within the OW belt. There is a similar situation regarding trading companies based within the Oder river belt, which send imported cargoes to recipients located all over Poland.
• Supply chain diversification, implemented by major cargo shippers located in the Oder river belt, requires the use of multiple Polish seaports when transporting goods exported from the south of Poland.
Categorizing the identified determinants and their consequences for the modal shift to inland shipping
The research results made it possible to identify the most important determinants influencing decisions
to shift some cargoes to inland shipping, upon pro-viding navigability class III conditions. The group of determinants, which should have already been con-sidered at the initial decision-making stage, are those connected with the basic features of the cargo to be transported (kind, consignment size, value, unitiz-ing, or the lack thereof). Also important are financial determinants connected with transport time and the
cost of frozen capital, determinants connected with transport time and quality (especially for high-val-ue cargoes), as well as determinants connected with cargo shippers (kind of business activity, location in relation to transport infrastructure, technological and organizational adjustment of individual facilities to be served by specific modes of transport, and deliv-ery diversification policies). Other determinants are
Table 2. Impact of identified determinants on modal shift to inland shipping on providing navigability class III conditions
Determinant Consequences for the modal shift
kind of cargo − positive impact in the case of dry and liquid bulk cargoes and general cargoes transported on a full-ship basis for single cargo full-shippers and oversized cargoes,
− positive impact in the case of high unit value cargoes
consignment size − positive impact in the case of substantial annual (min. several thousand tonnes) and single transport volumes (min. 400–500 tonnes),
− negative impact in the case of substantial fragmentation of single consignments (even with consider-able annual transport volumes) or intensive deliveries made over a short period of time
value − inland waterway transport may offer attractive transport services even to shippers of very low value cargoes (positive impact),
− if there is a possibility of using other modes of transport, it is difficult to persuade high-value cargo shippers to use inland shipping in conditions corresponding to navigability class III (negative impact) unitising − negative impact of unitizing due to the fact that navigability class III does not ensure conditions
nec-essary for transporting stacked containers
cost of transport process − positive impact in the case of large consignments of general cargoes, already at the level of a 10%– 20% cost reduction compared to rail/road haulage,
− negative impact in the case of small consignments
cost of frozen capital − negative impact of longer barge transport time on the due payment dates (in most cases payments are made after the carrying ship leaves the seaport)
transport time − most cargo shippers of large consignments of homogeneous cargoes favor longer barge transport time, provided the total costs of transport are reduced,
− negative impact of the longer barge transport on decisions of most shippers of high-value cargoes security of delivery − negative impact in the case of most high-value cargoes,
− positive impact in the case of hazardous cargoes (liquid chemical and petrochemical cargoes) and oversized cargoes
kind of cargo shipper − positive impact in the case of large cargo shippers operating in the manufacturing sector (large con-signments delivered between seaports and plants in the hinterland),
− negative impact in the case of traders who import cargoes for various entities with different locations location of sender/
recipient − positive impact in the case of entities having direct access to inland waterway transport infrastructure (equipped with in-house transshipment facilities or located within inland ports), and those additionally connected to other transport mode infrastructure (ensuring transport during closed navigation periods), − negative impact in the case of cargo shippers forced to use other modes of transport for pre-carriage
and on-carriage to/from inland ports and incurring additional costs of transshipment and storage technical adjustment to
being served by given mode of transport
− positive impact in the case of facilities which were constructed in such a way so as to be served by inland waterway transport,
− negative impact in the case of facilities which were constructed to be served by rail/road transport delivery
diversification policy
− negative impact in the case of cargo shippers who apply corridor shift policies that limit the possibil-ities of shifting larger consignments to inland shipping,
− positive impact in the case of cargo shippers who apply modal shift policies for deliveries within a given transport corridor
changes in cargo structure and directional structure of trade
− negative impact due to the significant reduction of cargo flows traditionally handled by inland water-way transport,
− compared to rail haulage, it is easier to adapt to imbalances in terms of direction of transport of similar cargoes (positive impact)
other − unplanned deliveries or deliveries made contrary to a schedule (e.g., as a result of technical failures, embargoes, etc.) which most often means that cargoes have to be quickly transported, which is not an advantage offered by inland waterway transport (negative impact)
related to changes in the global economy in terms of business structure, business cycle, or random events. The most important determinants of the modal shift are presented in Figure 1.
The identified and categorized (in terms of their characteristics) determinants are connected with specific consequences of the modal shift to inland shipping upon providing navigability class III con-ditions (Table 2).
The generalizations based on the research results does not constitute an exhaustive list of the related issues. In further research stages, the identified deter-minants may be used in analyses that take account for all available transport variants (various transport modes, and in the case of inland waterway transport, various classes of linear infrastructure). Such anal-yses should first consider the group of determinants related to cargo characteristics, supported by a com-petitiveness analysis in terms of price and time. In order to obtain various solutions which gravitate to several modes of transport, it is advisable to apply the analysis results for determinants connected with cargo shippers, their business profiles, or locations in relation to the transport infrastructure.
Conclusions
The results of this research on the demand for transport play (or at least should play) a key role in making decisions related to constructing or extend-ing the infrastructure of a given transport mode. Among the methods applied to research the demand for inland shipping, both qualitative and quantitative methods have their strengths and weaknesses. Dem-oscopic methods are one of the best research meth-ods, and were applied in 2017 to survey the major cargo shippers located in the Oder Waterway belt. The results of the study have shown that once class
III navigability conditions are provided, key deter-minants are connected with the characteristics of transported cargoes and features of a given transport mode, as well as the financial consequences of the selected transport process. The cargo shippers who were the most in favor of the modal shift to inland shipping were those who ship conventional cargoes. Such cargo mainly consists of dry and liquid bulk and general cargoes, carried in minimum consignments of 400–500 tonnes, with relatively low unit values and substantial pressure to achieve even small trans-port cost savings even if it requires longer transtrans-port times. Also important are the characteristics of cargo shippers who declared a demand for transport. Cargo shippers that are particularly highly inclined to use inland shipping to transport cargoes to/from the sea-ports are those who need large-scale transport and operate as manufacturers. These entities also have direct access to inland waterway transport infrastruc-ture, and often have at their disposal technical, tech-nological, and organizational facilities that enable them to be served by water transport. The results of similar research study conducted in 2015 (Kotow-ska, Mańkowska & Pluciński, 2018) showed that it is necessary to identify the significance of factors related to changes in the cargo structure and direc-tional structure of internadirec-tional trade. The decrease in coal mining in Poland led to a decrease in coal exports, the major type of cargo served by inland waterway transport. On the other hand, increasing coal imports into Poland and neighbouring countries opened up new business opportunities for this mode of transport.
Acknowledgements
“The project was financed by the programme of the Ministry of Science and Higher Education
Modal shift to inland shipping Cargo-related determinants – kind of cargo – consignment size – value – unitising Financial determinants – cost of transport process – cost of frozen capital Determinants related to
transport mode specificity – transport time
– security of delivery
Other determinants – changes in cargo structure
and directional structure of trade
– other Determinants related to
cargo shipper – type of business – cargo shipper location – technical adjustment to
being served by given mode of transport
– delivery and supply policies
as ‘Regional Initiative of Excellence’ in the years 2019–2022, project No. 001/RID/2018/19, the fund-ing amount: 10,684,000.00”.
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