The overall economic development of any region largely depends on the level of its transport development. And here international transport corridors are of great importance. They connect different countries, ensuring their economic, cultural, scientific and technical cooperation. But international transport corridors are not only economic benefits here and now. It is also a guarantee of security and successful development of the state for many years to come.

This article will focus on what international transport corridors are, how they are formed and developed.

International transport corridor - what is it?

The concept of "international transport corridor" (or, in short, ITC) is understood as a complex transport system that is laid along the most important direction of traffic. This system involves a combination of its different types - road, rail, sea, and pipeline.

As practice shows, international transport corridors are most effectively operated within common economic zones. The densest ITC network today is typical for the European region (especially for Eastern and Central Europe). This, in particular, was facilitated by the adoption by the EU countries of a new transport policy in 2005. An important role in this new concept was given to sea transport routes.

The formation of international transport corridors has become relevant at a time when the need for large international transportation of goods has grown significantly. Such corridors, as a rule, are of great importance for the development of both freight and passenger transport of a country or an entire region.

The role and importance of the ITC

The development of international transport corridors is important not only from the standpoint of commercial benefits. After all, transnational transportation brings not only profit. They also stimulate the growth and development of the military, industrial, and scientific sectors of states. In addition, ITCs contribute to the active expansion of the infrastructure of the regions through which they pass.

In many economically developed countries, the issue of transport policy and transport security is put on the highest level of priority. Russia also needs to take an example from them in this aspect.

Main functions of the ITC

What are the main tasks that international transport corridors should perform? There are several of them:

1. Ensuring high-quality, reliable and convenient transportation for all participants in economic relations.
2. Providing a kind of "bridges", opportunities for full-fledged trade between states.
3. Participation in the formation of the military security of countries and entire regions.

The last point should be considered in more detail. The fact is that the military security of any territory, without exception, very much depends on the level of development of its transport network. In simple words: the more highways, railways and stations, sea harbors and airfields in a state, the easier it is to organize defense, deliver equipment, weapons and resources in case of external military aggression.

The system of international transport corridors in Europe and Asia

The main transport corridors of the Eurasian region include the following transport corridors:

• ITC "North - South", covering the Scandinavian Central and Eastern Europe, the European part of Russia, the Caspian region, as well as the countries of South Asia.
• (or ITC "Transsib") is the most important corridor passing through the expanses of Russia and connecting the countries of Central Europe with China, Kazakhstan and the Korean Peninsula. It has several branches to Kyiv, St. Petersburg, Ulan Bator.
• MTC No. 1 (pan-European) - connects important Baltic cities - Riga, Kaliningrad and Gdansk.
• MTK No. 2 (pan-European) - connects cities such as Minsk, Moscow and Nizhny Novgorod. In the future, it is planned to continue the corridor to Yekaterinburg.
• MTK number 9 (pan-European) - connects Helsinki, the northern capital of Russia - St. Petersburg, Moscow and Kyiv.

All international transport corridors have their own designations - indexes. For example, ITC "North - South" was assigned the index NS, "Transsib" - TS and so on.

MTK Russia system

Several ITCs pass through the territory of our country. Thus, the most important international transport corridors of Russia are the ITC "Primorye-1", the ITC "Primorye-2".

The transport corridor under the name connects the important cities of Russia - Murmansk, Arkhangelsk and Dudinka. It has an international designation - SMP.

ITC "Primorye-1" passes through Harbin, Vladivostok, Nakhodka and goes to the important ports of the Pacific region.

ITC "Primorye-2" connects the cities of Hunchun, Kraskino, Zarubino and also goes to the ports of East Asia.

International transport corridors of Russia: problems and development prospects

AT modern world There are three powerful poles of economic development: North American, European and East Asian. And Russia, being in an advantageous geographical position between these important poles, should take advantage of this situation and establish regular transportation across its territory. In other words, it is our country that is obliged to link these world centers with developed and modern transport corridors.

Russia is quite capable of taking over almost all the main Eurasian transport flows. Experts predict that with the correct reorganization of the domestic transport system, this can be achieved in 15-20 years. Russia has all the conditions for this: a dense network of railways, an extensive system of highways, and a dense network of navigable rivers. However, the process of effective formation of transport corridors includes not only the expansion of the transport network, but also its modernization, as well as logistics and transportation security.

Very promising for Russia is the creation of the so-called ITC "East - West" - the most important transport corridor that could connect Europe with Japan. This international transport corridor can be based on the existing Trans-Siberian Railway with branches of the railway to the seaports of the northern part of Russia.

As recent statistics show, trade between Europe and East Asia (primarily Japan and South Korea) has grown more than fivefold. At the same time, most of the goods between these regions are transported across the ocean. Therefore, a direct land transport corridor can be an excellent alternative to the sea route. But for this Russian authorities You have to put in a lot of effort and resources.

MTC "North - South"

The international transport corridor "North - South" provides a connection between the countries of the Baltic region with India and Iran. Index of this transport corridor: NS.

The main competitor of this corridor is the maritime transport route through the Suez Canal. However, the ITC "North - South" has several tangible advantages. First of all, this overland route is twice as short in distance, which means that transporting goods by this route is much cheaper.

Today, Kazakhstan is a particularly active participant in this transport corridor. The country uses it to transport its export goods (primarily grains) to the Gulf countries. The total corridor is estimated at 25 million tons of cargo annually.

ITC "North - South" includes three main branches:

• Trans-Caspian - connects Makhachkala and Astrakhan;
• Eastern - is a land railway connection between the countries of Central Asia and Iran;
• Western - runs along the line Astrakhan - Samur - Astara (through Makhachkala).

Pan-European ITC No. 1

The extensive transport system in Central and Eastern Europe was called Pan-European. It covers ten international corridors of different directions. Designated as "PE" with the addition of a specific number (from I to X).

Pan-European International Transport Corridor-1 passes through the territory of six states: Finland, Estonia, Latvia, Lithuania, Russia and Poland. Its total length is 3,285 kilometers (of which 1,655 km are motorways and 1,630 km are railways).

Pan-European ITC No. 1 connects major European capitals: Helsinki, Tallinn, Riga, Kaunas and Warsaw. Within the boundaries of this transport corridor there are six airports and 11 ports. Part of it passes through within the Kaliningrad region, and includes a large Baltic port - the city of Kaliningrad.

Pan-European ITC No. 2

In 1994, a special conference on transport issues was held on the island of Crete, at which the main directions of the future Pan-European transport system were determined. It consists of 10 different areas.

The Pan-European International Transport Corridor-2 connects Central Europe with the European part of Russia. It passes through the territory of four states. These are Germany, Poland, Belarus and the Russian Federation. The transport corridor connects such large cities as Berlin, Poznan, Warsaw, Brest, Minsk, Moscow and Nizhny Novgorod.

Finally...

Thus, the development of international transport corridors is of great importance for any region of the world. The creation and effective operation of such corridors pursues not only economic, but also cultural, demographic and military-strategic goals.

Promising international transport corridors (ITC) of North-East Asia pass through the territory of Primorye. In particular, the launch of the ITC "Primorye-1" and "Primorye-2" can provide a good incentive for development. How is the implementation of the plan going, and what needs to be done, said the head of the transport development department of the Far Eastern Research, Design and Survey and Design and Technology Institute navy(DNIIMF) Mikhail Kholosha. Mikhail Holosha: "Multilateral international cooperation is necessary for the development of international transport corridors with the participation of Primorye"

Mikhail Vasilyevich, in the days of the USSR and for many years after that, the development of transport in the Far East took place in the conditions of the dominance of export cargo and the maintenance of domestic transportation. The share of transit was negligible. When at the end of the 90s they started talking about integration into the international transport system, it was only about the East-West intermodal transport corridor (Asia-Europe). And what are seaside ITCs: when was their idea formulated, are they recognized by the international transport community and are they not a replacement for previous ideas?

Primorye has potential in different segments of the transit market, it is not only the Asia-Europe transcontinental route, but also transit in our region, within Asia or the Asia-Pacific region. The East-West corridor has not been canceled, but regional ITCs are also important for economic development. Moreover, there is a more pronounced demand for these corridors, and it takes less effort and money to launch them.

Much more international cargo can go through the ports of Primorye. These are cargoes from China, Japan, Mongolia, Korea, Vietnam, Australia, the countries of North and South America and many other countries of the world.

The economic situation is such that by creating the necessary conditions, our ports can:
- continue to serve growing exports;
- to increase the volume of service for imported cargo from the Asia-Pacific countries, which often arrive in our Far East region with a trip "around the globe" along the route "Asia-Europe-Asia";
- enter the transit market, the volume of which may exceed traditional transportation (export, import and cabotage).

Now about the history: in 1995, Russia became a member of the Tumannaya River Basin Development Program, everyone remembers it as the Tumangan Project, this program has not existed for a long time. But on its basis, in 2005, the Expanded Tumangan Initiative (ETI) was established - a multilateral cooperation mechanism supported by the United Nations Development Program with the participation of China, North Korea (withdrew from the TIM in 2009), the Republic of Korea, Mongolia and the Russian Federation. Japan participates on a non-governmental basis.

It's like in nature: the caterpillar has turned into a butterfly! This transformation made it possible to form a whole mechanism for the development of the transport and logistics network of Northeast Asia from the idea of ​​one corridor (Tumangan). As a result, the role of Primorye has increased, and we have the opportunity to realize our versatile transit potential.

But the birth of the corridor system did not take place at RTI. In 2000, an international team of specialists from Russia, China, Mongolia, South Korea and Japan, led by the ERINA Institute (Japan), formulated the Northeast Asia Corridor Concept. In 2002, it was approved at the NEA Economic Forum in Niigata. From that moment on, it was officially recognized, including its parts - ITC "Primorye-1" (Harbin - Suifenhe - Grodekovo - ports of Vladivostok, Nakhodka, Vostochny - ports of the Asia-Pacific Region) and "Primorye-2" (Changchun - Jilin - Hunchun - Makhalino - Posyet - Zarubino - APR ports). DNIIMF accepted Active participation in creating this concept. At that stage, it was an idea that did not have a suitable platform for implementation at that time.

There was another attempt to promote corridors in the UNESCAP format, but it ended in 2004, when this organization shifted its focus to Central Asia. Therefore, in 2010, we proposed to update the RTI transport strategy, because its Tumangan corridor did not solve all the problems, and the geographical mandate of RTI is much wider: it covers the provinces of Heilongjiang, Jilin, Liaoning and Inner Mongolia of the PRC, three eastern aimags of Mongolia (Dornod, Khentii and Sukhbaatar), eastern ports of the Republic of Korea and the territory of Primorye. The idea was supported. As a result, today RTI is the only international organization that develops the ITC with access to the ports of Primorye, and, given the level of its compactness (4 countries), this is a convenient platform for coordination and preparation of the necessary intergovernmental agreements.

Usually everyone asks for numbers, and they are often called. For example, the possible demand for transit in the next 10-15 years only through the port of Zarubino, according to generalized estimates, can reach the level of 90-100 million tons annually. Impressive! But there are several "buts" in understanding the issue. First: transit is a particularly "movable" cargo in the choice of the most attractive route. Secondly, I gave an example of only one corridor out of several. And thirdly, this is not about the microeconomics of transport, but about infrastructure support for the development of an economic space that includes the territories and economies of the NEA countries, including (which is important for us) our Primorsky edge.

Therefore, the point here is not at all in the "tons" of new cargo turnover. These are new opportunities for the development of the region, and there is a nuance: the macroeconomics of corridors has beneficial effects for many countries. A study carried out in 2012 by a group of its experts showed that for the development of corridors, it is necessary to strictly follow the international demand for transportation.

- What needs to be done first?

The uneven development of infrastructure within NEA hinders the economic development of the countries of the region. We can grow together, so we need to continue working on the creation of a transport and logistics system in Primorye, aiming at the common result of sailors, port workers, railway workers, customs officers, logisticians and other participants in the process. After all, the creation of an ITC is impossible without effective logistics, and it rests on four "C" - speed, cost, service, stability.

I recently returned from another RTI Transport Council, which took place on June 15-16 in Ulaanbaatar (Mongolia). We discussed how the regional transport strategy of RTI is being implemented, including the current problems of improving the multimodal transportation that is in demand in the region using sea and land modes of transport. For the development of these transportations using the ITC "Primorye-1" and "Primorye-2" it is important to remove the key barrier - the inefficient transit procedure. This will enable businesses to engage in technical, technological and economic improvement with minimal risks.

You repeatedly emphasized in your speeches that not only competition, but also cooperation plays an important role in the creation of the ITC. Explain what you mean?

Features of the integration of transport systems are that there is both intense competition (struggle for the volume and territories of logistics services) and active cooperation. If we mark on the map the corresponding territories of Japan, China, the Republic of Korea, Mongolia, the Russian Far East and the DPRK, It is clearly seen how a united macroeconomic space is gradually being created, and this, in turn, requires interacting elements of a common logistics infrastructure, the existence of unified standards, legal norms, etc. The solution of these issues is impossible on the basis of competition and without cooperation.

Not yet, although testing of routes on the Russian sections of the ITC is becoming more frequent and more efficient. There are many successful demonstration runs in the last five years.

For example, in 2010, the Niigata Prefecture successfully tested two containers on the Hunchun-Zarubino-Niigata route. Further, in 2011, 10 containers were transported from Hunchun, the Korean port of Busan, and another batch of containers was transported to Japan. In August 2013, the first demonstration train with coal passed through the Kamyshovaya station (Russia) to Hunchun, in the spring of 2014 - the first transit container train from Suifenhe to Grodekovo and further to the Vostochny port (with delivery to the Asia-Pacific countries), in January of this year, the transportation of containers to Vostochny port.

Successful tests and demonstration launches are an indicator that the infrastructure allows for the transportation of goods, but the ITC is a system of a higher level of economic, informational, technical and technological interaction of the transport process. Therefore, there are no corridors yet, although the process has definitely begun. That's when corridor technologies, services and the corresponding market are formed on these routes, then we can say that the ITC is working.

The concept of NEA corridors was formulated almost 15 years ago. Time has confirmed its authenticity? Has something changed during this time?

The RTI team of experts constantly monitors the development of the economy and regularly exchanges information. As demand for transportation changes, RTI will make appropriate adjustments to its transportation strategy. These questions are always actively discussed.

Time has shown that those routes that were marked with a dotted line on the map as potential ones are becoming active today. This is actively happening on the Mongolian shoulder: the country is developing rapidly (the Millennium project and others), improving the network of roads and railways, developing aviation, and successfully looking for an outlet to the sea. And development is taking place on our shoulder, which will lead to new demand, which we really need. This is the essence of development: new high-class ideas appear that need to be supported by infrastructure.

By the way, in 2014, at the 15th session of the RTI Advisory Commission in Yanji (PRC), an agreement was signed on the establishment of the Association of Export-Import Banks of China, the Republic of Korea, Mongolia and Russia (VEB joined it). It provides financial support for interregional infrastructure projects. Now the project list of banks includes eight projects from Mongolia, four from the Republic of Korea, three from China (including Russian-Chinese projects) and two from Russia (similarly, including projects for the development of the Zarubino seaport and a coal terminal in the Khabarovsk Territory). The RTI train is picking up speed, it is important not to miss it.

And, nevertheless, new circumstances have appeared in the field of development of transport and logistics infrastructure: the Eurasian Economic Union, the Chinese new “Silk Road”, the law of the free port of Vladivostok is about to be adopted ...

Yes, the Eurasian Economic Union (EAEU) was created in 2015, which has an international legal personality, relevant institutions and a legal framework, including the Customs Code of the Union being created, since this is an integration economic association - a union.

On May 8 this year, Russia and China signed a joint statement on cooperation in conjugating the development of the Eurasian economic union and the Silk Road Economic Belt project, including its northeastern part (by the way, coinciding with the geographical mandate of RTI). I will add that today the PRC is working on the One Belt One Road megaproject, which includes maritime (Maritime Silk Road of the 21st century) and continental (Silk Road Economic Belt) components, and these are not only different routes between Europe and Asia. As the Chinese themselves say, this is a project to create a single economic and cultural space.

You mentioned the draft Federal Law “On the Free Port of Vladivostok” developed by the Ministry for the Development of the Far East. It will be considered by the State Duma in the near future. We all hope that it will be able to facilitate the passage of transit cargo, because this is urgently needed.

And then there is the South Korean “Eurasian Initiative”, which is interesting for the idea of ​​harmonizing the development of all Eurasian countries. There is a view of Japan and other countries, and this must be taken into account. And the projects promoted by Russia, including the projects of the Ministry for the Development of the Far East, and the ideas embodied in the Federal Target Program for the development of the region.

The strategic field is very voluminous and multifaceted. It seems constructive to jointly promote development ideas on the basis of their compatibility and mutual complementation.

Based on this, the RTI mechanism can become an effective platform for agreeing transport development in various forms of cooperation. For transit, this is important, especially given the necessary consistency of procedures with the new Customs Code of the EAEU.

Another important aspect is a mutually beneficial format of cooperation that provides a balance of mutual benefit. This is a complex process that has multilateral significance due to the involvement of many countries.

How do you think cooperation should be formed when organizing the ITC - is it a simple sum of bilateral agreements, for example, Russia with China, Russia with Mongolia, and so on? Or is it a more complex design?

Macroeconomics is always more than the sum of individual microeconomic objects or projects. Therefore, the corridor is not a simple sum, in addition, transit along the corridors is the relationship of several, less often two, and most often more countries. It is impossible to do without a multilateral format of interaction, but it must be supplemented by bilateral and unilateral initiatives.

There is another aspect that reveals the versatility and multiplicity of sides in the development of corridors. There are transcontinental routes that link Europe and Asia: the Northern Sea Route, the BAM, the Trans-Siberian, the Central Trans-Chinese Route, the Southern Sea Route (through the Suez Canal), etc. But they are also the basis of the regional transport network. ITC "Primorye-1" and "Primorye-2" are part of regional corridors, which in turn (like a nesting doll in a nesting doll!) Are fragments of transcontinental corridors. Therefore, these corridors do not compete so much as complement each other in order to cover the entire space of a huge continent.

And how can one take into account the interests of private business (get as much profit as possible!) And the state, which is interested in the macroeconomic effect for the development of territories?

It is clear that the creation of corridors is always a task of spatial economic development, which must take into account both macro- and microeconomic returns.

The difficulty lies in the complexity of taking into account all the necessary aspects: economic, political, state, social, etc. But on the other hand, this will minimize risks and ensure a long-term balance of mutual benefit for all participants.

Interviewed by Irina DROBYSHEVA

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1 The concept of transport corridors of Northeast Asia Contents Chapter 1 Introduction...1 Chapter 2 Nine transport corridors of Northeast Asia...2 Chapter 3 State and problems of nine transport corridors of Northeast Asia Taishet-Vanino transport corridor 3.2 Trans-Siberian transport corridor (Trans-Siberian Container Bridge - TSCB) 3.3 Suifenhe Transport Corridor 3.4 Tumangan Transport Corridor 3.5 Dalian Transport Corridor 3.6 Mongolia-Tianjin Transport Corridor 3.7 Trans-China Transport Corridor (Trans-China Container Bridge - TKCM) 3.8 Western Trans-Korean Transport Corridor 3.9 Eastern Trans-Korean Transport Corridor Chapter 4 Proposed Plan Development (List of Projects)...21 Chapter 5 Conclusion (Toward the Implementation of the Concept of Transport Corridors of Northeast Asia)...26

2 Chapter 1 Introduction In 2000, the participants of the Northeast Asia Economic Conference (NEAC) decided to establish the Organizing Committee of the Economic Conference, an executive body that gave interested parties the opportunity to participate throughout the year. Within the framework of the Organizing Committee, a Subcommittee on Transport was established. The topic of transport was chosen as one of the areas of work, since the free movement of people and the unhindered transportation of goods are one of the main conditions for development based on mutual cooperation and cooperation. In NEA, there are already many existing transport routes and proposed ideas. However, the opportunities to attract finance and labor for their development are very limited. In addition, the development of international transport routes requires close cooperation between neighboring countries. In this situation, a prerequisite for the effective development of transport corridors could be the joint efforts of the countries of the region to select the most significant routes for the region and purposefully provide these routes with financial and human resources. Based on presentations by representatives of the countries of the region at the NEA Economic Conferences, as well as ERINA data obtained during the visit to the countries of the region, the Subcommittee on Transport identified nine transport corridors that can be used by all countries as the main international transport routes. In order to develop these transport corridors and turn them into the main transport arteries of the region, first of all, it is necessary to lobby the concept of transport corridors in NEA and seek its understanding from the governments of the countries of the region, so that each country, with the support of international organizations, makes active efforts to develop its transport corridors. routes to the level of transport corridors. At this stage, it is very important to ensure the coordination of actions of all interested countries, and especially in matters related to border crossing. Moreover, in order to secure support from international financial institutions, it is necessary to jointly discuss and determine the order of priority for the development of routes on the scale of the entire NEA. The second important task is practical actions to form transport routes, including stimulating the use of corridors by disseminating the most complete and up-to-date information about each corridor among cargo owners. The role of the Sub-Committee on Transport in terms of meeting the above objectives and promoting development is to (1) determine the real state of the NEA transport corridors; (2) listing and prioritizing issues to be addressed and specific projects to be implemented; and (3) determining the form that the transport corridor system should eventually take. This NEA Transport Corridor Concept summarizes the work of the Transport Subcommittee to date and serves as a basis for further action. Hideo Kayahara Chairman, Transportation Subcommittee Northeast Asia Economic Conference Organizing Committee 1

3 Chapter 2 Nine Transport Corridors of Northeast Asia The Subcommittee on Transport identified the following nine transport corridors: (1) Vanino-Taishet Transport Corridor (Vanino Taishet Trans-Siberian Railway) (2) Trans-Siberian Transport Corridor (TSKM Trans-Siberian Container Bridge) (Ports of Primorsky Krai of Russia Europe) (3) Suifenhe Transport Corridor (Ports of Primorsky Territory Suifenhe Harbin Manchuria Zabaikalsk Trans-Siberian Railway) (4) Tumangan Transport Corridor (Tuman River District Changchun Eastern Mongolia Trans-Siberian Railway) (5) Dalian Transport Corridor (Dalian Harbin Heihe Blagoveshchensk Trans-Siberian Railway) ( 6) Tianjin Transport Corridor (Tianjin Beijing Ulaanbaatar Trans-Siberian Railway) (7) Trans-China Transport Corridor (Trans-China Container Bridge TKCM) (Lianyungang Port Kazakhstan Europe) (8) Western Trans-Korean Transport Corridor (Busan Seoul Pyongyang Sinuiju Shenyang Harbin Trans-Siberian Railway) ( 9) Eastern th Trans-Korean Transport Corridor (Busan Rajin-Sonbong Khasan Ussuriysk Trans-Siberian Railway) The list includes both currently functioning and conceptual corridors, but in the future all of them should become the main corridors for the transportation of international cargo in the region. It can be seen from the description above that the corridors include only land sections. However, it must be remembered that they will be connected by sea lines to Japan, the Republic of Korea, the countries of Southeast Asia and North America, and when considering the development of NEA transport corridors, sea transport should also be taken into account. The main problems of NEA transport corridors, which impede the unhindered passage of goods and people, are related to border crossings. Among them it should be noted: 1. Gaps in the railway or road infrastructure; 2. The difference in the width of the railway track; 3. Problems when passing CIQ control; 4. Problems of free access zones for trucks from neighboring countries. The solution of these problems is a necessary condition for ensuring unhindered transportation along the transport corridors of NEA. 2

4 Chapter 3 Current Status and Challenges of the Nine Transport Corridors 3.1 Vanino Taishet Transport Corridor Vanino Port Significance The Vanino-Taishet Transport Corridor connects the Russian Far East to Europe and Central Asia and plays a complementary role to the Trans-Siberian Railway. The corridor originates in the port of Vanino on the coast of the Tatar Strait (Mamiya Strait), runs along the Baikal-Amur Mainline (BAM), which connects to the Trans-Siberian Mainline, further leading to the countries of Europe and Central Asia. Between Vanino and Kholmsk (Sakhalin) there is a railway ferry crossing, which provides access to Sakhalin. Current situation (1) Port (Vanino) Established in 1945, Vanino Port is an important port in the Tatar Strait. In addition to the regular container line to Busan, there is a ferry service equipped for the transport of railway cars. The actual railway route begins at the Toki marshalling yard, 8 km north of the port, and stretches across the entire territory of Russia along the Baikal-Amur Mainline and the Trans-Siberian Railway. In 1999, port facilities allowed handling up to 14 million tons of cargo, including containers (TEU), annually. In 1989, the construction of a container berth with a depth of 11.5 m at the quay wall and equipped with two container cranes with a lifting capacity of 30.5 tons was completed. However, at present, only 18% of the berth's capacity is used. Basically, the port of Vanino processes petrochemicals, wood, aluminum, coal, scrap metal, fish products. Every year, 1.3 million tons of petrochemical products are shipped through the port from the Komsomolsk-on-Amur refinery. Two thirds of this production is sent to Sakhalin, Kamchatka and Magadan, and one third is exported to Korea, China and Malaysia. The annual volume of wood processing reaches 1.2 million tons, of which 1 million tons is roundwood. 80% of timber is exported to Japan, and the rest to China and South Korea. The specialized complex annually processes tons of alumina, which is imported mainly from Australia and sent to the Bratsk aluminum smelter (3,900 km), where aluminum is produced using electricity from the Bratsk hydroelectric power station on the Angara River. Finished products are delivered to Vanino, from where they are exported mainly to Japan, and partially to America and Southeast Asian countries. A tonne of Kemerovo coal is shipped annually from the coal terminal to Japan and Taiwan. The volume of processing products and ferrous scrap 3

5 metals also reaches tons. These cargoes are mainly sent to the Republic of Korea, although in the last three years some quantities have also been shipped to Japan. (2) The Vanino Port rail network can transship up to 360 TEU from ships to platforms and send them through the Toki marshalling yard to Komsomolsk-on-Amur on the same day. The port does not currently have certain rules on the formation of specialized container trains, so containers are sent, even if there are only pieces. Once every two weeks, a train with containers leaves for Moscow and the Central Asian region. Container trains from Vanino to Moscow and Central Asia run via Komsomolsk-on-Amur and Khabarovsk and further along the Trans-Siberian Railway equipped with a container tracking system. The rest of the cargo is transported by BAM. The BAM, with a total length of km, passes through the taiga regions km north of the Trans-Siberian Railway and connects Vanino and Taishet. The Toki station, 8 km north of the port of Vanino, is equipped with marshalling yards and can handle up to wagons annually. In the past, 24 freight trains were handled here daily, but by now this number has dropped to trains. Throughout the BAM within the boundaries of the Far East, the narrowest point is the single-track and non-electrified section between Vanino and Komsomolsk-on-Amur, which is characterized by steep slopes, especially at the Kuznetsk Pass (28), and sharp turns. However, given today's volumes of transported goods, station equipment is not used to its full capacity. (3) Road network The length of the road between Vanino, Lidoga (south of Komsomolsk-on-Amur) and Khabarovsk is 500 km, of which 300 km have no asphalt pavement. Transportation by road began in the fall of 1998, and all the way to winter period takes 8 hours. It is expected that upon completion of construction works, the time will be reduced to 5-6 hours. On the Vanino-Lidoga road (346 km), only a section of 7 km has been paved, while work is underway on the construction of the roadway on the remaining sections. Moreover, over 50 wooden bridges have been built throughout the section. The traffic on the road is light, however, sometimes 40-foot container ships pass along the road, as well as trailers carrying construction equipment. Problems and challenges In terms of rail traffic, at first glance, there is a need to build second tracks on single-track sections, as well as electrification. However, the current capacity is quite sufficient for the existing cargo flow, so it is rather necessary to direct efforts to maintain existing capacities, as well as measures to attract cargo. In addition, the width of the Russian railway track on the mainland is mm, while on Sakhalin it is mm, and therefore there is a need for transshipment of wagons in Kholmsk. In the field of road transportation, the main task is the development of the Vanino-Khabarovsk highway, and especially the section between Vanino and Lidoga. four

6 3.2 Trans-Siberian Transport Corridor (TSKM Trans-Siberian Container Bridge) Vostochny Port Meaning Nakhodka), and the railway section provides transportation between Russian ports and the countries of Europe and Central Asia. The TSKM was developed as an alternative to the maritime transport route between Asia and Europe, and the peak of the transportation of Japanese transit containers along the Trans-Siberian Railway was noted in 1983. To date, the volume of transit containers on this route has significantly decreased, and the question of measures to enhance its use has arisen. Current status (1) Port (Vostochny) Port Vostochny is located in the eastern part of Nakhodka Bay. Cargoes such as coal, containers, timber, wood chips, clinker, chemical fertilizers, and coke are processed here. 99% of the cargo turnover is made up of foreign trade cargo, and these are mainly export cargoes (90-95%). The port's capacities allow handling up to 20 million tons of cargo annually. In 1990, the port's cargo turnover was 11.4 million tons, but by 1998 it had decreased to 6.25 million tons. The foreign container handling complex has two berths with a depth of 12.5 m and is equipped with four container cranes with a lifting capacity of 30.5 tons. Up to TEU can be handled here per year, but in 1999 the volume of containers was only about TEU. The port has access to the Trans-Siberian Railway, and specialized container trains depart directly from Eastern to Europe. Moreover, the port of Vostochny is connected by a container line with the port of Seattle on the US west coast, which made it possible to start implementing the concept of the East-West transport corridor, which involves the creation of an efficient transportation system in the directions of the Far East, the US West Coast, as well as the Northeastern provinces China West Coast USA. (2) Railway network The Russian Railways classifies the Trans-Siberian Railway as a first-class track with a gauge of mm (5 feet). Throughout, except for the bridge across the Amur near Khabarovsk (2.658 m), the road is double-track. 96% of the track is electrified, and 5

The only non-electrified section Bikin Ussuriysk (417 km) is currently under construction and is expected to be fully electric in 2002. The bridge across the Amur in the Khabarovsk region had one railway line and until recently was one of the obstacles for effective work route. In this regard, a project was initiated and is underway to build a new combined bridge, which is a two-level structure with a multi-track railway at the bottom and a four-lane highway at the top level. The first stage of the new bridge has already been built next to the old pillars. The railway part was put into operation in November 1998, and the automobile part in November 1999. There are several container terminals on the Trans-Siberian Railway that are able to handle 40-foot containers. These terminals are located in the port of Vostochny, Vladivostok, Novosibirsk, Tyumen, Nizhny Novgorod, Yaroslavl, Moscow and St. Petersburg. The Trans-Siberian Railway can transport up to 1 million containers (TEU) annually. Currently, only 50-70% of the highway's capacity is used, so even with the existing infrastructure, there are ample opportunities to increase the number of trains and the volume of goods transported. (3) Road network Development of the road network in the Russian Far East, with the exception of the Vladivostok/Nakhodka Ussuriysk-Khabarovsk and Khabarovsk-Birobidzhan highways, is extremely slow, and the Amur River is widely used for transportation of goods. Prior to the construction of the new bridge over the Amur, trucks were transported across the river in the Khabarovsk region on ferries, which took about 40 minutes. The new bridge makes it possible to cross the Amur in five minutes. The construction of the road that will connect Khabarovsk and Moscow is almost completed (unfinished sections remain in the Amur Region). At the same time, in the territory of the Far East, many roads do not yet have a hard surface. Problems and tasks The reasons for the sharp reduction in the volume of traffic on the TSKM were the weakening of the system of management and coordination of international multimodal transportation; the growth of tariffs and the simultaneous decrease in the cost of sea freight; instability of delivery times (irregularity); security issues when cargo has been lost or damaged; low level of service; problems with the provision of containers and the extreme complexity of customs procedures. To intensify the use of TSCM, it is necessary to solve such problems as simplifying the registration procedures, increasing the competitiveness of TSCM as an international multimodal transport system, expanding marketing activities and restoring confidence in the route, as well as expanding links between government agencies and the private sector. Infrastructure development objectives include completion of the second stage of the bridge across the Amur, reduction of time at the Polish-Belarusian border crossing, where roads with different gauges meet, full electrification of the road and increase in the average speed of transportation. It is also necessary to ensure the regular movement of container trains from the port of Vostochny, regardless of the presence or absence of cargo. 6

8 3.3 Suifenhe Transport Corridor Suifenhe Highway Customs Meaning The Suifenhe Transport Corridor starts at the Russian ports of Vladivostok, Nakhodka and Vostochny, passes through the Chinese border town of Suifenhe and Harbin, the capital of Heilongjiang Province, then in the west through the city of Manchuria and Russia's Zabaikalsk, and ends at Chita, located in on the Trans-Siberian Railway. This corridor provides the province with access to the sea routes to Japan, the Republic of Korea and the United States Current situation (1) Ports Port of Vladivostok The port of Vladivostok is located in a natural bay with depths of up to 30 m, so the water area does not freeze even in winter. The port of Vladivostok consists of three ports: commercial, fishing and military. The trading port was privatized in 1993 and is now joint stock company"Vladivostok Trade Port". The port occupies berths from 1 to 17 with a depth of 8-13 m, the length of the berths is m. Berths 16 and 17 are used only for handling containers. The container terminal is equipped with two container cranes (30.5 tons) and can handle up to TEU per year. The depth reaches 13 m, and the length (420 m) allows you to simultaneously serve 2 container ships. The railway lines of the commercial port have access to the Trans-Siberian Railway. Loading and unloading operations are carried out around the clock. The port currently has four regular lines, including the North American line to Seattle. Port of Nakhodka Port of Nakhodka is located on the western shore of Nakhodka Bay in a convenient natural bay, protected by a peninsula. This is a non-freezing port with a depth of 13 m at the berths. During the Soviet period, Nakhodka was the only port in the Russian Far East open to foreign ships. The Japan-Nakhodka line was opened in 1958, and in 1998 its 40th anniversary was celebrated. The line is serviced by ordinary bulk carriers, which sometimes also deliver small batches of containers. Almost all containers transported along the TSKM are accepted by the Vostochny port, so the share of containers in the cargo turnover of Nakhodka is insignificant. However, the port of Nakhodka has access to the Trans-Siberian Railway. 7

9 (2) Railway network The railway from the ports of Primorsky Krai to Grodekovo in the section to Ussuriysk is electrified and has two tracks. The Ussuriysk-Grodekovo branch is single-track and is served by diesel locomotives. Since the gauge in Russia and China is different, a combined four-rail line has been built between Grodekovo and Suifenhe, and cargo is transshipped at border stations. At Suifenhe Station, cargo is handled by cranes (including one with a lifting capacity of 50 tons) and forklift trucks. Up to 150 wagons can be processed per day. The line from Suifenhe to Harbin is not electrified, the Suifenhe-Mudanjiang section is single track, and further to Harbin there is a double track. The Harbin-Manchuria line is also not electrified. There is a double track between Harbin and Hailar, and a single track from Hailar to Manchuria. Manchuria and Zabaikalsk are connected by one broad gauge line and one standard gauge line. Every day, 8 trains (400 wagons) come from Russia, and about the same number comes from China, although there are many empty wagons in this direction. There is a principle according to which cargo is transshipped by the receiving party, therefore, cargo going from Russia to China is reloaded at the Manchuria station, and cargo going to Russia is transshipped in Zabaikalsk. Mainly non-containerized cargo is processed directly at the Manchuria station, and a separate terminal has been built near the station to handle containers. The station's capacity is 5 million tons of cargo per year. In Zabaikalsk, containers are partially processed at the site behind the passenger station, and a specialized container complex is located at some distance. (3) Road network The Vostochny-Nakhodka-Vladivostok-Grodekovo highway is two-lane and asphalt-paved, with lanes wide enough for container ships to pass unhindered. A significant number of 40-foot containers are transported between Nakhodka and Vladivostok. There is a small area without asphalt near the border on the Russian side, but this does not prevent the movement of trailers carrying large containers. On the Chinese side, Suifenhe and Harbin are also connected by a two-lane improved surface road, which is expanding to four lanes in some places. Chinese trucks can reach Ussuriysk, while Russian cargo carriers are allowed to go to Mudanjiang. From Harbin to the Sino-Russian border in the direction of Chita, there is a state highway 301. There is a customs post in the city of Manchuria, through which significant volumes of cargo pass. As far as the Russian section can be judged by a train, the road here has an asphalt surface. Problems and Challenges Since the gauges in Russia and China are different, the main challenge is to modernize and increase the efficiency of transshipment facilities. To intensify road transport, it is advisable to expand the zones of mutual access for trucks. In organizational terms, it is necessary to simplify customs clearance procedures and introduce a favorable treatment for transit goods, including exemption from customs duties and the abolition of customs clearance fees. eight

10 3.4 Tumangan Transport Corridor Rajin Port Significance The Tumangan Transport Corridor links the ports of the Tumangan River region (ports of Russia and the Democratic People's Republic of Korea (DPRK)) and the eastern part of Mongolia through the city of Changchun in Jilin Province. The corridor has two routes: through the Russian ports of Zarubino and Posyet and through the North Korean port of Rajin. The Tumangan Corridor is expected to fill its niche as a new route to open up Jilin Province to the sea, and be able to take over some of the cargo currently transported along the congested Dalian Transport Corridor Current Situation (1) Ports Zarubino Port Zarubino Port is conveniently on the western shore of the Troitsa Bay in the central part of the Posiet Bay and is protected from the sea by the Zarubina Peninsula. The total length of the berths is 650 m and the depth at the berths currently ranges from 6.8 to 9.9 m. The port is not equipped with container cranes. It mainly processes the products of ferrous metallurgy enterprises and round timber, as well as Far Eastern seafood. In April 2000, an international ferry service was opened between Zarubino and the South Korean port of Sokcho. Port of Posyet Port of Posyet is located on the western side of Novgorodskaya Bay, 20 km west of Zarubino. The depth at the berths with a total length of 450 m is 9.5 m. Container handling is carried out at berth 2 using a harbor crane. Up to 90% of export cargoes are coal and roundwood. Since August 1999, a regular container line Posyet-Akita has been operating. Port of Rajin Rajin Port, which has 3 berths with 13 piers, depths ranging from 8m to 10.6m and a total berth length of m, is located in the center of the Rajin Sonbong Special Economic Zone. The port can accept vessels of class m. The port is not equipped with specialized container cranes, and loading and unloading of containers is carried out by ordinary port cranes at pier 7 of the 2nd berth (depth at the wall is 9 m). In October 1995, the Rajin-Busan regular container line was opened, and since August 1999, the Rajin-Niigata line has been operating. 9

11 (2) Railway network Due to the different gauge between China and Russia, direct rail transportation cannot be carried out. Therefore, between Hunchun and Kraskino, railway lines of standard and broad gauge were built, and, in accordance with a bilateral agreement, since December 1999, international railway communication has officially opened on this section. Trains started running in February 2000, but the line's capabilities are not fully utilized. At present, transshipment of Chinese goods to Russian railcars and vice versa is carried out at the Chinese transfer station Hunchun with a capacity of tons of goods per year. There are long-term plans to equip the Kamyshovaya station on the Russian side with transshipment equipment. The railway between Namyan and Tumen stations has been practically not used since 1997. The track gauge in North Korea and China is the same, so transportation between these countries does not require additional transshipment of goods. (3) Road network Work is underway to develop a section of the road from the ports of Zarubino and Posyet to Hunchun, China. The Russian segment of the route is partially unpaved, but in general the road on both sides of the border is in a satisfactory condition and does not create problems for road transport. In this direction, there are agreements that, under certain conditions, allow Chinese cars with Chinese drivers to deliver technological chips to the ports of Zarubino and Posyet. Russian trucks can reach Hunchun. The road between Rajin and Wonjon in the DPRK, especially the unpaved section of Sonbong-Wonjon (46 km), runs through the mountains and becomes difficult for container ships in bad weather. On the Chinese side, in December 2000, the construction of the new Hunchun-Chuenhe road was completed. On this North Korean route, Korean cars are also allowed to enter China and Chinese cars into the territory of the DPRK under certain conditions. In the DPRK, there are plans to build the Sonbong-Wonjon Expressway along the Tumangan River, and one or two sections are already underway. initial work. However, due to financial difficulties, the implementation of these plans is delayed, and the completion date of construction is not yet known. On the Chinese side, work is currently underway on the construction of the 560-kilometer Hunchun-Changchun Expressway, with the Hunchun-Yangtze and Jilin-Changchun sections already in operation, and the commissioning of the Yangtze-Jilin section is scheduled for 2004 Problems and Challenges The most important tasks in this route is the repair of the Rajin-Wonjon road and the installation of container cranes in Zarubino. In addition, it is necessary to connect the roads of Mongolia and China as soon as possible. It is necessary to simplify customs clearance procedures and introduce a favorable regime for transit goods, including the abolition of customs duties. ten

12 3.5 Dalian Transport Corridor Dalian Port Significance This transport corridor is the main artery for China's northeastern provinces (Liaoning, Jilin and Heilongjiang). The corridor starts at the international trade port of Dalian, passes through Harbin, the administrative center of Heilongjiang province, and then through Manchuria station goes to the Trans-Siberian Railway. In the future, it is also planned to organize an exit to Heihe. The three northeastern provinces of China are geographically located in the center of continental NEA. Since the economic development of this area will have a significant impact on the future of the region as a whole, the Dalian Corridor is of great importance in terms of ensuring such development Current Situation (1) Port (Dalian) In 1999, the Port of Dalian operated two container and two multi-purpose berths. The depth is m and the total length is m. These berths were built in 1993. The second stage of development involves the construction of 6 additional berths, and at the third stage, 10 more berths, both multi-purpose and container ones, will be built. The volume of recycled containers is growing rapidly. In 1999, the port handled TEUs, which is 39.9% more than in 1998. However, on this moment the port's capacity allows increasing container handling up to 1.1 million TEU per year. Through the port of Dalian, up to 85% of the export cargoes of the three northeastern provinces of China are exported. According to some reports, about 80% of the containers processed in Dalian come from the areas adjacent to the port, 10% from Shenyang and 10% from the Changchun and Harbin area. The main part of the cargo is delivered to the port of Dalian trucks, and the share of rail transport is only 3% (1998). Dalian port's import container cargo is dominated by auto parts and components for First Automobiles in Jilin Province, while finished cars, tobacco and rice are mainly shipped in containers for export. The port has a large granary used to store imported wheat, as well as exported corn and soybeans. Oil from the Daqing field is delivered by pipeline to the refinery in Dalian, and finished products are shipped to tankers. The port also has 11

13 operates a complex for the processing of imported iron ore, which is then transported to Anshan, Benxi and Changchun. (2) Railway network In November 2001, the complete electrification of the Dalian-Harbin double-track railway (944 km) was completed. Work continues on the development of a system for transporting containers by rail. Container warehouses have been set up in Harbin, Changchun and Shenyang, where customs clearance of goods is carried out. Specialized container trains run between Dalian and Harbin, and not only containers that comply with ISO standards, but also small containers are transported. (3) Road network The road network of China's northeastern provinces is developing rapidly. The Dalian-Harbin Expressway was commissioned in 1990 from Dalian to Shenyang, from Shenyang to Siping in 1994, and from Siping to Changchun in 1998. The construction of the Changchun-Harbin section of the road is scheduled to be completed in the near future. The share of road transport in China's cargo turnover is constantly growing, and it is expected that the development of a network of high-speed roads in the northeast of the country will significantly speed up the process of reorientation of goods from rail to road transport. equipment, as congestion is likely to remain an acute problem in the future. The electrification of the Dalian-Harbin section has been completed, and this will allow a 30% increase in capacity, however, given the prospective growth in cargo from Jilin and Heilongjiang provinces, additional measures will be needed to further increase the capacity of the road. Another problem is the fact that a significant part of the containerized cargo entering the port of Dalian is reloaded here from containers to ordinary freight wagons. In this regard, it is necessary to improve the container transportation system as a whole. In order to intensify road transport along this corridor, it is necessary to put into operation the Dalian-Harbin expressway as soon as possible. In addition, it would be advisable to build a bridge across the Amur between Heihe and Blagoveshchensk, which would provide an outlet for the corridor to Russia. 12

14 3.6 Tianjin-Mongolia Transport Corridor Trucking in Mongolia Significance For landlocked Mongolia, securing transport routes through neighboring countries to seaports is a very important task in terms of foreign trade activities. The Tianjin-Mongolia Transport Corridor provides Mongolia with the shortest route to seaports. Major industrial and shopping centers Mongolia are located along this route. The corridor starts in the Chinese port of Tianjin and goes through Beijing to the capital of Mongolia, Ulaanbaatar. The distance between Tianjin Port and Ulaanbaatar is about km. Further, the corridor, crossing the Russian-Mongolian border to the north of the capital, goes to Ulan-Ude, where it connects to the Trans-Siberian container bridge. The Tianjin-Mongolia route, being the most important route for the transportation of international cargo for this country, is also used to transport goods between Europe and Asia through the TSKM is the sea gate of Beijing. In 1998, the port had 48 piers capable of accommodating ships of over ton class and handled cargo amounted to 68.18 million tons. The annual volume of Mongolian containerized cargo is TEU. Piers 21, 27, 28 and 29 of the new berth 5 are used for container handling. The total length of the piers of the container terminal, which is served by 8 container cranes and 16 container transporters (transtainers), is m. in the northeast of the country, leading to the Trans-Siberian Railway. The road network of Mongolia is underdeveloped, so 95.6% of the freight turnover (1998) is accounted for by rail. Coal is mainly transported on internal railway lines, the share of which in the total volume of cargo is 13

15 reaches 78%. On this route once a week in both directions passes the international passenger train Beijing Ulaanbaatar Moscow. Also, once a week, a freight train from Tianjin arrives in Mongolia, which includes both container platforms and ordinary freight cars. In Mongolia, as in Russia, a wide gauge track is used, therefore, when crossing the Mongolian-Chinese border, it is necessary to reload containers and cargo, and for passenger cars, replacement of wheel sets. Transshipment of goods from Mongolia is carried out at the Chinese station Eren Hot, and Chinese cargo going to Mongolia, at the Zamyn-Ud station in Mongolia. The transshipment terminal, built with the help of Japan, was put into operation in 1995. Replacement of wheel pairs of passenger cars is carried out at the Eren-Khot station, regardless of the direction of movement. (3) Road network Road transport volumes along the Tianjin-Mongolia corridor are negligible. Most of the roads in Mongolia are not paved. The development of the country's road network is carried out on the basis of the Medium-Term Road Construction Master Plan, developed with the support of the Asian Development Bank and adopted by the Cabinet of Ministers. Moreover, within the framework of the Economic and Social Commission for Asia and the Pacific (ESCAP) project "Asian Expressway", the road running along the main railway line from Altanbulak on the Russian-Mongolian border to Zamyn-Uda on the Chinese border was recognized as Mongolia's top priority route . The length of the route is km, with the northern section of Ulaanbaatar Altanbulak (335 km) paved, and the southern section of Ulaanbaatar Zamyn-Ud is continuously being laid. Speedy completion of construction southern section, which will open the shortest route between Ulaanbaatar and Beijing, is one of the urgent tasks Problems and challenges Due to the low level of development, the Mongolian transport infrastructure, both rail and road, is still unlikely to fully meet the requirements of an international transport route. The vast territory and small population will apparently determine the dominant role of railways in the country's transport sector. Therefore, the focus should be on the development railway transport Mongolia. After the necessary capacity and the level of railways are provided, the task of expanding the country's road network will arise. The main export items are dairy products and meat, therefore, in the field of container transportation, Mongolia is faced with the task of providing the necessary fleet of refrigerated containers. fourteen

16 3.7 Trans-China Transport Corridor (Trans-China Container Bridge TKCM) Lianyungang Port Significance The Trans-China Transport Corridor TKCM currently serves as a link between the countries of East Asia and the Central Asian region. In the future, this line will become an international intermodal transport route (mainly by rail), connecting Asia and Europe through the territory of Kazakhstan and China, and can seriously compete with the Trans-Siberian Railway. The distance from Lianyungang Port to Alashankou is 1 km. Further through the territory of Kazakhstan, cargo can be delivered to Europe via several routes, both by rail and by road. the site is 400 m. Here, containers are loaded onto platforms. In addition to the container terminal, there is currently a universal berth with 10 piers and 3 piers that process coal. The port has 3 container cranes. The total volume of cargo processed annually, including coal and other bulk cargo, reaches 25 million tons. At container terminals, it is reloaded up to TEU, of which TEU are containers transported along the TKKM from the countries of Central Asia and in the opposite direction. (2) Railway network The railway between Lianyungang and Lanzhou (1,759 km) is double-track throughout, but there are non-electrified sections. On the Lanzhou-Urumqi section (1.892 km) it has single-track hauls and is also partially electrified. From Urumqi to Alashankou (477 km) there is a single-track non-electrified line. Passenger trains with double-deck cars run on this route. The volume of transit cargo passing through the border railway stations Alashankou (China) and Druzhba (Kazakhstan) is increasing annually and has reached 4 million tons by now. 90% of transit goes in the direction of Kazakhstan-China. The difference in the gauge (in the countries of Central Asia, as well as in Russia, a wide gauge) makes 15

17 necessary transshipment of goods at the border. In connection with the generally accepted principle, when transshipment is carried out on the receiving side, cargo going to the west is transshipped at the Druzhba station, and from Kazakhstan to China at the Alashankou station. At the same time, the rearrangement of wheelsets on tank cars going to China and passenger cars running in both directions is carried out at the Druzhba station, since the station on the Chinese side does not have the necessary equipment. Both stations are located in areas where strong winds blow, so that climatic conditions do not affect the rhythm of work, covered facilities for transshipment of goods are equipped at the stations. Reloading at the Alashankou station is carried out 365 days a year in three 12-hour shifts. With strong winds, work in open areas is stopped. The station has 100 truck cranes with a lifting capacity of 100 tons (the largest is 50 tons). There are also 4 gantry cranes (5-20 tons). At Druzhba station, reloading can be carried out all year round and around the clock. In connection with strong winds In this area, covered facilities have been built at the station, which make it possible to carry out loading and unloading operations in any weather. 50-ton hoists are used to change the wheel pairs of passenger cars. (3) Road network Highway runs parallel to the railway track, and at the border it goes somewhat to the side. The road between Lianyungang and Urumqi is considered by the Chinese government as one of the main transportation routes, so there are plans to turn it into an expressway throughout. The road connecting Lianyungang and Tianshui (west of Xi'an) is currently being reconstructed, and some sections of the expressway have already been put into operation. Also, work on the construction of a high-speed highway at the base existing road are being carried out in the direction of Turfan-Kurtun (west of Urumqi). At the same time, it should be noted that almost all roads west of Urumqi (with the exception of roads within this city) are not paved Problems and challenges exploited to the limit of its capabilities. In this regard, the task of increasing the throughput capacity of the handling equipment arises. Secondly, information about the location of containers in China is available only at the main railway departments and at large stations, but it is impossible to track the movement of containers along the entire route. Cargo owners are very much looking forward to the creation of a real-time container tracking system. In addition, given that the distance from the port of Lianyungang to the Kazakh border is more than 4,000 km, it is desirable to organize several container sites along the route, where customs clearance of goods will be carried out. Such a system will reduce the time for clearance of goods when crossing the border. One of the pressing challenges for any border crossing is to reduce the cost and time of crossing the border. 16

18 3.8 Western Trans-Korean Transport Corridor Yalu River Bridge Significance This transport corridor connects the port of Busan in the Republic of Korea and Shenyang in the PRC, passing through Seoul, Pyongyang, Sinuiju in the DPRK and Dandong on the Chinese side of the border. It is expected that this corridor will be connected to the Dalian Transport Corridor and then through the Manchuria station it will reach the Trans-Siberian Container Bridge. The corridor is currently not operational, as railways ROK and DPRK are not connected. The connection of these railways will not only expand traffic flows and help restore economic ties between the North and South, but also make the delivery of goods from East Asia to Europe and the Central Asian region more diversified and convenient Current situation (1) Port (Busan) Port of Busan located in a natural bay at the southeastern tip of the Korean Peninsula. Since the opening of a commercial port here in 1876, Busan has played a very important role in economic development, being the country's main international port. At present, the port, where traffic flows of many directions converge, has become one of the main transshipment points throughout East Asia. In 1999, the volume of processed cargo reached 107.76 million tons, of which 93.04 million tons were foreign trade cargo. The number of containers handled in 1998 and 1999 was 5.75 million TEU and 6.31 million TEU , respectively, and according to this indicator, Busan came out on the 5th place in the world. The port has five specialized container terminals with 18 piers with a total length of the quay wall, m. As of October 2000, all container terminals were operated by private companies. The territory of the port of Busan initially imposed restrictions on the construction of container sites, so customs clearance, warehousing of long-term storage container cargo and empty containers was also carried out at sites located outside the port area within the city. Transportation of containers in two tiers, congestion on roads created certain social inconveniences, however, the commissioning of the new Gamman and Gamchun berths in 1998, as well as a new terminal in the port of Gwangan, expanded the port's capabilities and made it possible to transfer all processing and storage operations 17

19 containers to the inland port area. Moreover, the introduction of an electronic information exchange system and automation of the container terminal gates have significantly increased the efficiency of the port as a whole. (2) Railway network The road connecting Busan and Seoul (445 km) is the main line of South Korea's railway system and transports over 12 million tons of cargo annually. The entire length of the road is double-tracked, but the capacity limit has already been reached, since the line is used for the movement of both Semaul high-speed passenger trains (150 km/h) and ordinary freight trains. A project is under development to build a new high-speed rail line between Seoul and Busan, which will allow reaching a speed of 300 km / h. The connection of the railways of the ROK and the DPRK is necessary for this corridor to start functioning. This route is known as the Gyeonggui (Seoul-Sinuiju) line. The length of the unconnected section between Munsan in South Korea and Kaesong in the DPRK is 24 km (according to other sources 20 km). The restoration of this section was first discussed at a meeting of two Korean leaders in 2000. Already in September of the same year, a solemn ceremony dedicated to the start of work was held in South Korea, and progress is obvious, including mine clearance work. At the same time, there are no significant moves on the part of North Korea. A single-track electrified line has been laid between Pyongyang and Sinuiju. Sinuiju and Dandong in China are connected by a railway-road bridge across the Yalu River with a single-track railway line and a 3-meter-wide roadbed. In 1999, about a car passed over the bridge. An international train runs between Beijing and Pyongyang 4 times a week. (3) Road network Busan and Seoul are connected by an expressway, but there is only a regular road network north of Seoul. The expressway runs between Kaesong and Pyongyang, while the Pyongyang-Anju-Sinuiju section is an ordinary road, most likely almost completely unpaved. On the Chinese side, the construction of the Dandong-Shenyang high-speed highway is being carried out at a rapid pace. Problems and tasks The main task for the development of this corridor is to connect the railway between the ROK and the DPRK. At the same time, it is also necessary to connect the road network of the two countries. At the same time, a set of measures is probably needed to modernize and develop North Korea's internal road and rail infrastructure. As for the organizational support for the functioning of the corridor as an international one, the countries concerned, including the ROK, the DPRK, the PRC and Russia, must conclude transport agreements on the cost of transportation, calculation of income, transportation insurance. It is also necessary to ensure coordination in the organization of the movement of international trains, as well as guarantees for the safety of transportation. eighteen

20 3.9 Eastern Trans-Korean Transport Corridor Port of Busan Significance The purpose of organizing this corridor is to provide cargo transportation along the east coast of the Korean Peninsula from Busan to the special trade and economic zone of Rajin-Sonbong with further access across the DPRK-RF border and the Khasan region to the Trans-Siberian container bridge. This corridor is currently not operational for the same reason as the Western Trans-Korean Corridor: the separation of the railways of the two Korean states. In addition to the expansion of traffic flows between North and South, the development of this corridor will provide an overland route connecting the Republic of Kazakhstan and the Russian Far East, and access to the Trans-Siberian Railway will provide additional opportunities for transporting goods from East Asia to Europe Current situation (1) Port (Busan) See section "3.8 Western Trans-Korean Transport Corridor" (2) Railway network This corridor will provide an opportunity to connect the ROK, DPRK and Russia by land, however, the problems are not only related to the separation of the railways of North and South Korea, but also to the railway from Busan north along the eastern coast of the peninsula. From the point of view of connecting the ROK, the DPRK and Russia, the most promising option is the Busan-Seoul-Pyongyang-Hasan route, which requires the restoration of the Gyeonggui line, on which work is already underway. The restoration of the Gyeongwon line and the development of the Busan-Seoul-Wonsan-Hasan route is considered as the second stage of the project. As a third route to Hasan, the so-called Northern East Sea Line is planned to be developed from Gangneung in South Korea to Onjongri in North Korea. In this case, in addition to connecting the railways of the two Koreas, the development of the railway network in the east of South Korea is also necessary, so the implementation of the third stage of the project may take a long time. The railway networks of the DPRK and Russia are connected by the line st. Tumangan (DPRK) st. Khasan (Russia), passing through the railway bridge over the border river Tumangan. 19

21 Combined gauge four-rail track (mm wide gauge and mm standard gauge) built up to Chongjin. There are plans to build a second track on this section. (3) Road network The road between Busan and Sokcho (ROK), which runs along the east coast of the Korean Peninsula, is paved and intermittently transitions into an expressway. From the DPRK side, an expressway has been built between Geumgangsan and Wonsan, but the road from Wonsan to the Rajin-Sonbong zone is most likely not paved. railways of two Korean states. However, connecting road networks is also a very important task. In addition, it may be necessary to modernize and develop the internal road and rail infrastructure of the DPRK. Also requires further development of the railway network in the east of South Korea. The DPRK and Russia are connected only by rail, but the freight traffic along this line is last years fell sharply due to the fall in the volume of Russian cargo. The road from the border to Chongjin is a single track with a combined gauge (four-rail track). In order to fully use the possibilities of this corridor connecting the Republic of Korea, North Korea and Russia, it is necessary to install transshipment equipment on the Russian-North Korean border. As for the organizational support for the functioning of the corridor as an international one, the countries concerned, including the ROK, the DPRK, the PRC and Russia, must conclude transport agreements on the cost of transportation, calculation of income, transportation insurance. It is also necessary to ensure coordination in the organization of the movement of international trains, as well as guarantees for the safety of transportation. twenty

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2. Selection of a supplier in procurement logistics. Essence and tasks of procurement logistics.

Procurement types

Supply functions in the enterprise.

Criteria for optimal supplier selection

Purchasing

Order fulfillment control

3. Features of purchases according to the jit system (just in time).

Application and benefits.

The essence of a just-in-time supply chain.

The fundamental difference between the fuel assemblies system and traditional supply.

Examples of application of fuel assemblies supply system in trade.

The main components of the effect of the use of fuel assemblies.

4. Pushing system of material flow management in production policy. Logistic organization of production.

The essence of the pushing material flow management system within the intra-production logistics system.

Logistics systemMrpii

5. Pulling material flow management system in production logistics The essence of the pulling material flow management system within the intra-production logistics system.

The Kanban system as a variant of the pull system.

Kanban turnover card

The movement of kanban cards: a, b, c - products; a, c - details

6. Logistic approach to the management of material flows, the effectiveness of its application. The economic effect of the use of logistics in production.

The main components of the application of the logistics approach to material flow management in the enterprise.

Reasons to reduce the costs associated with the production process (optimization of stocks, reduction of the number of auxiliary workers, reduction of material losses, etc.)

7. Transport logistics and its tasks. The role of transport in logistics.

Tasks of transport logistics.

Choice of transport service providers.

Transportation analysis.

Types/types of transportation

Choice of transportation route

Determination of logistics costs in transport.

Ways to reduce transport costs.

8. Distribution logistics. Distribution logistics: concept and tasks. The fundamental difference between distribution logistics and traditional sales and wholesale

Tasks of distribution logistics

Logistically organized system of wholesale of goods.

Distribution channels

Building a distribution system

Transforming a distribution channel into a supply chain

Logistics mediation, the main groups of logistics intermediaries, their functions and role in logistics.

The feasibility of using the services of logistics intermediaries.

9. Information systems in logistics. Information flows and requirements for the quality of the information flow.

Essence and tasks of the logistics information system.

Building information systems in logistics

The main areas of application of the logistics information system.

The system of electronic interchange of information in the field of logistics.

Information flow during the transportation of goods from the supplier to the consumer on various modes of transport: rail, sea, river and road.

10. Inventory management in logistics. Inventory, the dual nature of stocks.

Reasons for the creation and types of inventories.

Basic inventory control systems with a fixed order size and a fixed time period between orders, etc.

Determining the optimal size of the ordered lot.

Inventory management using abc and xvz analysis. Inventory structuring: abc analysis method

Possible differentiation algorithm

11. Development of warehousing systems in logistics. Warehouses, their definition and classification.

The role of warehouses in logistics. warehouse functions.

Warehouse efficiency

Making a decision on using the services of a hired warehouse

Problems of effective functioning of the warehouse Company's own warehouse or public warehouse

Number of warehouses and location of the warehouse network

Choosing a warehouse location

Principles of logistics organization of warehouse processes.

12. Service in logistics. Formation of a logistics service system. The concept of logistics service and its role in the competitiveness of the enterprise.

Formation of a logistics service system.

Criteria for the quality of logistics services. Level of logistics service: concept, calculation methods, determination of the optimal value.

Determination of the optimal volume of logistics services

13. Organization of service management in logistics. Comparative characteristics of traditional and integrated logistics systems for managing material flows in an enterprise.

Logistics service in the organizational structure of the enterprise, the main functions.

Functional interests of divisions of firms, their contradictions.

14. Logistics centers. The concept of a logistics center. Composition of a typical regional logistics center.

Logistic centers in Russia.

Integration of Russia into the global logistics network.

15. Globalization of logistics. The essence of the globalization of logistics.

Basic conditions for the delivery of goods in international trade. Basic terms of contracts (Incoterms-2000).

Transport infrastructure of international logistics systems.

International transport corridors.

Freight transport centers in logistics systems.

Seaports as centers of international logistics systems

International transport corridors.

The UNECE ITC Expert Group adopted the following definition of an international transport corridor: "it is a part of a national or international transport system that provides significant international freight and passenger traffic between certain geographical areas, includes rolling stock and stationary devices of all modes of transport operating in this direction , as well as a set of technological, organizational and legal conditions for the implementation of these transportations".

The "International Transport Corridor" is a direction of concentrated cargo flows, mastered by one or several transport and technological lines, providing high-quality and timely passage of export-import and transit cargo. The arrangement of a transport corridor involves the creation of a certain infrastructure that qualitatively meets modern requirements - communication lines, information systems, service and repair points, hotels for drivers, etc., as well as the availability of national commercial and legal support that is compatible with international norms and rules; ensuring safe transportation, reloading of both cargo and Vehicle and means of enlargement.

The term "international transport corridor (ITC)" is understood as the result of the interaction of the following factors:

Direction of movement of large cargo flows;

The totality of land, water and air routes;

Associated infrastructure.

For the operation of international transport corridors, a developed transport infrastructure is required not only on their own territory, but also in those states where their continuation lies. The possibility of using national transport communications to ensure international cooperation determines the importance of a particular section of the network for the transportation of foreign trade goods. As part of the infrastructure of international transport corridors, permanent devices (infrastructure facilities) of universal modes of transport classified as ITC are considered - railways, roads and inland waterways with their arrangement, seaports located on the borders of Russian sections of the corridors, civil aviation airports and transport terminals located in corridor areas and affecting their operation.

The structure of the ITC includes the most equipped existing highways and facilities, which concentrate foreign trade and transit cargo and passenger flows, and links of the Russian transport network that have favorable prospects for attracting these flows to them.

International transport corridors are important for every country. This is evaluated not only from the point of view of commercial benefits, but from the broader standpoint of national security, such as its military, economic, industrial, technological, food, demographic components.

Proof of the need for an integrated approach is the fact that international transport corridors pass through the sections of the most saturated national transport corridors.

This, on the one hand, helps to reduce the cost of transportation, increase financial opportunities for the modernization and development of elements of a shared infrastructure, but on the other hand, it imposes increased requirements for synchronizing the traffic schedule, observing security measures, and also determines the limit that can be allocated for international transportation. without disrupting the internal exchange of goods, which is the basis for any state.

The direct functions of international transport corridors are to serve export-import traffic, as well as international transit. All other manifestations are a multiplier effect with the combined impact of international and national transport corridors on the components of national security.

For neighboring states, the problem of unhindered communication has never been a problem. For countries that do not border directly, this condition is critical. Therefore, distant international trading partners try to choose routes with a minimum number of intermediate countries, with their border barriers, a variety of political situations, and fees. Another basic function of international transport corridors is to provide international transit. At present, the role of Eurasian overland transit has increased dramatically. This is due to the avalanche-like growth in trade between Europe and Asia. At the same time, Europe has by now actually reached the limit in the development of its industrial potential in volume terms to meet domestic demand. Further development of production in Europe is associated only with an increase in exports to other regions of the world, primarily to Asia.

Based on the economic benefits that international transit services provide, many countries are struggling to ensure that international transport corridors pass through their territories. However, the larger the country, the more developed its industrial production, internal production cooperation, the more capacious the domestic market, the smaller the share of income from international transit in relation to gross domestic product. International transport corridors, together with national ones, affect industrial, food, demographic, military and technological security. This is due not only to the globalization of the world economy and the transfer of industrial enterprises from Europe to Asia, but also to the need to comply with uniform international standards for all types of services for the international transport corridor. Increased requirements for the quality of transport infrastructure, vehicles are forced to improve the quality of manufacturing transport equipment. Increasing requirements of international competition obliges to introduce total control over the passage of each container, each moving vehicle, to switch to logistics methods of servicing cargo flows based on the synchronous interaction of all types of transport, transshipment complexes, customs and border services. Information and analytical systems and space navigation are connected to the transportation process. Transport and logistics centers are becoming points of technological activity.

The modern system of international transport corridors of the Eurasian continent today includes: in Europe - the Cretan corridors, in Asia - the corridors of the UN Economic and Social Commission for Asia and the Pacific (ESCAP), the OSJD Euro-Asian railway directions, as well as the North- South” and TRACECA. Despite the fact that OSJD directions do not fully comply with the accepted

At present, three global economic poles have formed in the world: the European Union, Northeast, East and Southeast Asia, and North America. Russia, unfortunately, is not yet among the economic poles, in the presence of all objective prerequisites.

The main international transport routes connecting Europe and Asia and not passing through Russia are:

Southern water route passing through three oceans: Pacific, Indian, Atlantic, enveloping Africa;

Southern water route, which also passes through three oceans, but already through the Suez Canal;

International transport corridor "Southern": South-Eastern Europe - Turkey - Iran with branches to: Central Asia - China and South Asia - South East Asia- Southern China.

The international transport corridor TRACECA under construction: Eastern Europe - the Black Sea - the Caucasus - the Caspian Sea - Central Asia.

International transport corridors, as a rule, become basic national corridors, on the basis of which a backbone transport network of a cyclic type is formed, the so-called backbone transport grid.

The system of international transport corridors on the territory of Russia includes three Eurasian corridors - "North - South" (2), "Trans-Siberian" (2) and "Northern Sea Route" (3), as well as corridors of regional significance - pan-European transport corridors No. 1 and 9, corridors connecting the northeastern provinces of China through the Russian seaports of Primorsky Krai with the ports of the countries of the Asia-Pacific region.

Each of the corridors has its own designation:

corridor "North - South" - NS,

Corridor "Transsib" - TS,

Corridor "Northern Sea Route" - SMP,

corridor “Primorye-1” (Kharbin - Grodekovo - Vladivostok / Nakhodka / Vostochny - ports of the Asia-Pacific region) - PR1,

Corridor “Primorye-2” (Hunchun - Kraskino - Posiet / Zarubino - ports of the Asia-Pacific region) - PR2,

pan-European transport corridor No. 1 - PE1,

pan-European transport corridor No. 9 - PE9.

In the emerging ITC system on the territory of Russia, the pan-European transport corridor No. 2 is fully included in the Trans-Siberian corridor, the section of the pan-European transport corridor No. 9, the border of Finland - St. Petersburg - Moscow, is included in the North-South corridor.

As part of the corridors, the main railway, automobile and water routes and branches from them are distinguished, the designation of which includes the name of the corridor, mode of transport and serial number (for branches from the main route). Rail routes are marked with the letter “R”, road routes with the letter “A”, water routes with the letter “W”.

Branches from the main routes of the North-South and PE9 corridors are numbered in a north-south direction, with odd numbers on the east side of the main route and even numbers on the west side.

Branches from the main route of the Transsib corridor are numbered in the direction from west to east, while on the north side of the main route they have odd numbers, on the south side they have even numbers.

Due to the special history of development certain types transport, the difference in politics and economics in each country, transport links between countries face a number of problems that prevent the integration of individual transport systems into a single one for the continuity of the process of transporting goods in order to reduce their delivery time, cost and risks of failure. The simplification of communications is also hindered by the diversity of equipment and technologies in the transport of different countries, as well as legal and organizational barriers.

Cargo flows

Russia, due to its location between Europe and Asia, cannot focus only on European markets with their high competition. In addition, the main raw material potential of Russia is located in the East, and its transportation to the West makes domestic goods uncompetitive.

Russia occupies one of the first places in terms of reserves of oil, gas, ore, mineral fertilizers, and timber. In this regard, the commodity structure of Russian exports is dominated by fuel and energy products (up to 50%), about 9% - machinery and equipment, about 8% - manufactured goods and more than 4% - timber and pulp and paper products.

As practice shows, the volume of movement of general cargo between Europe, the USA, Japan and developing countries is growing. This is primarily wood, paper, pulp. Russia's share in world exports of petroleum products is projected at 25% of the world, oil gas - 2%, coal - 2%, phosphates - 10%, timber - 20%. The growth in the volume of cargo transportation in containers is 2.0–2.5% annually.

Unfortunately, not enough attention is paid in Russia to a unified transport policy with China, for which trade with Europe is far from the last place. According to the Organization for Economic Cooperation and Development, the fastest growth is expected in China and East Asia.

An analysis of the European transport market shows that Russian carriers face quite serious competition here, which leads to significant losses. Russian firms account for slightly more than 25% of the total volume of cargo transportation between Russia and foreign countries, although in recent years there has been a tendency to increase the share of Russian carriers. If Russian carriers increase their share of international traffic to 50%, then, according to experts, additional revenues may amount to about 25 billion US dollars.

There are so-called "problem" directions in international transportation, where foreign carriers prevail: Russia - Latvia - 75.1%, Russia - Lithuania - 74.5%, Russia - Turkey - 90.1%, etc.

This is due to many reasons, the main of which are the lack of proper rolling stock in Russia, higher transportation prices, shortcomings in customs legislation, etc.

At the same time, there is an increase in cargo turnover between the countries of Northern Europe and Russia in the direction of corridor No. 9, where the regions of St. Petersburg and Moscow are the start-end points. Every fourth heavy container of Russian roads passes through the Moscow highway.

Intensive market relations put forward the problem of reducing the time not only for production, but also for the entry of goods into the market. The desire to achieve optimal use of transport capabilities to improve the efficiency of the entire system put forward the concept of an interspecific approach, i.e. set tasks not for individual modes of transport, but for the transport system as a whole. In this regard, the international community proposed to solve transportation issues by building communications with the same technical and operational requirements and continuous movement of goods, simpler management of the transport system and better adaptation to real conditions.

Differences in means of transport and communication routes, not to mention infrastructure, make this problem especially difficult for multimodal communication. A simple example is the difference in the gauge of railways in Europe, Russia, India and other countries.

In transport, there are a number of so-called critical points or places of risk where losses occur, i.e. losses of any kind: material, temporary or social.

In transportation systems, both within the state and internationally, a number of obstacles have been identified that impede the acceleration of the movement of the material (freight commodity) flow due to the difference technical standards on transport networks, rolling stock, peculiarities of legal requirements, etc. An increase in the time for moving a material flow leads to an increase in the cost of transportation, often to a loss in the quality of goods and, as a result, to a loss of a sales market. It is the logistical approach to transportation systems, which contributes to the reduction of any costs, that required the creation of the so-called corridors on the most significant directions of movement of goods.

transport corridor is a combination of different modes of transport operating in the same direction, taking into account strategic cargo and passenger flows, with a developed transport infrastructure of international class with the unification of requirements for equipment, technology, information, legal relationships, etc.

According to the definition of the Committee on External Transport of the Economic Commission for Europe (CTC ECE) of the UN " a transport corridor is a part of a national or international transport system that provides significant international freight and passenger traffic between certain geographical regions, includes rolling stock and stationary devices of all types of transport operating in this direction, as well as a set of technological, organizational and legal conditions these transportations».

In the concept of development of transport corridors, an important issue is the use of existing transport networks in their technical modernization and the use of the latest faster vehicles with a guarantee of quality and safety. To a large extent, this applies to Russia, whose transport infrastructure facilities are included in international corridors. Combining the functions of internal and international communications makes it possible to better use Russia's advantageous geographical position for sustainable transport and economic ties between Europe and Asia, with priority development and improvement of the Russian sections of these corridors.

Uniform technical requirements, the introduction of advanced technologies and the creation of a single information space for the support and safety of the transport process are a condition for the efficiency of work in transport corridors. The creation of corridors provides for the possibility of replacing modes of transport in this direction in case of additional transportation needs or changes in technical, economic or legal conditions.

However, such an approach to create a corridor as a system requires extensive preparation of each element, in this case, modes of transport and their infrastructure. Thus, the question of quality and extent remains acute. highways, because of which the main highways are overloaded by 2-3 times. In addition, they remain a special place of risk intersections of railways with roads. For example, in Russia, a break in traffic due to accidents on them is more than 230 hours, and material damage on railways reaches 15 million rubles a year. and more. In Germany, in particular, since 1906 there has been a program for the elimination of crossings at one level, however, due to the need for large investments, it has not been fully implemented so far.

In Europe, this problem is acute due to the increase in speeds up to 160 km/h in rail transport. France, which increased speeds in some sections to 320 km/h, completely eliminated level crossings on these highways. Japan and many European countries are trying to prevent accidents at crossings by equipping various devices: automatic barriers; sound signals triggered when a train approaches; special barrier devices that rise at the crossing when a train approaches, etc., but this is also a palliative solution (a measure that does not provide a fundamental solution to the problem, a half-measure).

A particular problem is also different vehicle requirements. For example, the rolling stock of certain types of transport in Russia differs significantly from the European one in most respects, not for the better. Non-compliance with international European environmental standards does not allow domestic cars to work on the roads of Europe, i.e. makes them non-competitive. For international communication remains a problem capacity of border crossings where passport and visa control is carried out.

Transport issues related to transit through countries are no less significant. Transit policy is largely determined by ports, as 80% of rail and 70% of road traffic passes through them. 90% of transit cargo goes in the East-West direction from Russia and the CIS to Western Europe. The economic prerequisites for the transit traffic of Russian cargo are closely linked to the crisis state of the Russian navy, especially in the Baltic region, where transit accounts for 80...90% of the total volume of transit traffic. Russia is losing up to $2 billion due to a shortage of port facilities. Baltic competitors demonstrate great efficiency, the activity of their ports provides up to 40% of foreign exchange earnings in Lithuania and up to 80% - in Estonia. Unfortunately, the delivery of a container following in international traffic through the ports of St. Petersburg to the recipient in Moscow takes 12-14 days, including due to border difficulties, and from the Baltic ports - 3-4.

For the first time, the issues of transport corridors, as a global transport system, arose in the 1980s. The initiator was the UNECE Inland Transport Committee after studying the traffic flows between the Scandinavian countries and Southern Europe in order to use an intermodal approach in this direction.

The transition to a system of transport corridors was carried out gradually. This is a long process that tends to expand participants, introduce national networks of the appropriate level into global networks with the development of technologies for working in such a system, the introduction of new projects, the development of certain principles for financing, etc. Gradually, methods were developed for creating such joint directions of different countries (corridors) that would ensure the unification of requirements for transport infrastructure and vehicle parameters, i.e. development of general requirements for transport routes and facilities, artificial structures, information communications and service complex.

Corridor routes are formed on the basis of studies of cargo and passenger flows, as well as the existing transport system within the country and in the countries between which a joint transport corridor should be built. Determine which modes of transport are competing and which operate in their immediate area of ​​use, explore trends in substitution of modes of transport to increase efficiency, as well as the relationship between the level of tariffs and taxes.

In 1978, a Committee was created from representatives of states and the European Commission to consider the development of a transport network in the interests of the European Union. In 1982, a special European Union budget was created to finance transport infrastructure. In 1991, the 1st European Conference of Ministers of Transport on Cooperation and Integration of European Transport Networks took place in Prague, which marked the beginning of such meetings.

The improvement of transport interaction between the European Union and the countries of Central and Eastern Europe, as well as the CIS countries, necessary for the development of trade and the economy of each country, led in 1994 at the 2nd International European Conference on Transport to the development of the main directions for the movement of material flows. The conference at the venue was called "Crete".

Nine main directions of the European transport corridors were identified with thirteen branches in accordance with the strategic directions of freight and passenger flows on the continent.

In 1995, the Ministers of Transport signed a Memorandum of Understanding on the development of the Berlin-Moscow transport corridor and set up a Steering Committee.

In 1997, at the 3rd International Conference on Transport for Russia, the following additions to the existing corridor directions were approved:

Baltic (St. Petersburg) - Center (Moscow) - Black Sea (Rostov-on-Don, Novorossiysk);

Moscow - Astrakhan;

West (Berlin - Warsaw - Minsk) - Center (Moscow) - Nizhny Novgorod - Urals (Yekaterinburg, Chelyabinsk);

Northern Sea Route;

Waterway from the region of the Black and Azov Seas through the Volga-Don Canal to the Caspian Sea.

The first addition, called BCC, extends Corridor No. 9 and crosses the European part of Russia in the meridional direction to connect Russia with the countries of Northern, Northwestern and Southern Europe, Transcaucasia, the Middle East, Turkey and facilitate domestic transportation and transit in the North-South direction.

The Moscow-Astrakhan addendum extends Corridor 9 to the east to connect the Baltic countries with the Caspian countries, Central Asia and India and will become a transit route for these countries.

Transport Corridor No. 9

This corridor on the territory of Russia connects its North-West with the South, and in international traffic - the countries of the Northern and North-Western groups with the countries of the Middle East, Southern Europe and Turkey.

On the territory of Russia in the direction of this corridor, the following can be used:

inland waterways- the ports of St. Petersburg, Vyborg, Primorsk, in the South - the ports of Novorossiysk, Tuapse, Taganrog, Rostov, Azov. Inland waterways allow the use of river-sea vessels;

railway line St. Petersburg - Moscow - Voronezh - Rostov - Krasnodar - Novorossiysk throughout the entire length in terms of dimensions and axial loads meets international standards;

highways connect the main points of the corridor, including the highways M-10 "Russia" and "Scandinavia";

air traffic provided by the airports of St. Petersburg (Pulkovo), Moscow (Sheremetyevo, Vnukovo, Domodedovo), Rostov-on-Don, Taganrog, Adler, Anapa;

pipeline transport will be presented a pipeline from the Timano-Pechersk oil territory to the port of Primorsk;

ferry service it is supposed to be used more intensively with the development of the road network and the increase in their carrying capacity for the transport of goods to Sweden, Denmark, Germany and other European countries, bypassing Finland and Estonia.

Transport Corridor No. 2

The extension of corridor No. 2 connects the countries of Western and Eastern Europe, loads the Trans-Siberian Railway and will be a transit route between Europe and the countries of the Asia-Pacific region. The Trans-Siberian is defined as the "Northern Beam" of the Trans-Asian Railway.

The railway section of Corridor No. 2 Berlin - Moscow is an element of the trans-European network of intermodal (combined) transport to connect France, Belgium, Germany, Poland, Belarus and Russia.

When the corridor is extended to the Urals, it will pass through the territory of 17 subjects of the Russian Federation, where 35% of the country's population lives. For communication, rail, road and, in some areas, inland water transport can be used.

To connect the countries of Europe with the East, it is supposed to use first of all Trans-Siberian Railway through Nizhny Novgorod - Ural (Yekaterinburg, Chelyabinsk) to Vladivostok. Block trains with fixed delivery times are already being used on the Trans-Siberian Railway: Moscow - Minsk - Brest - Milashevichi (Poland), Moscow - Berlin, Moscow - Riga via a ferry crossing to Mukran (Germany). To solve this problem, special sliding wheelsets have been developed for the transition from the Russian gauge of 1520 mm to the European 1425 mm. The capacity of the Trans-Siberian Railway is up to 100 million tons of cargo per year;

in the strip of transport corridor No. 2 there are two highways federal significance "Volga" and "Ural" that meet international requirements.

Northern Sea Route is the most important transport channel in the Arctic for the transit of goods between Northern Europe and the countries of the Asia-Pacific region, as well as the United States and Canada - as a short sea route. The Northern Sea Route will provide links to regional waterways and link Russia's gas and fuel producing regions with international markets.

The development of the Northern Sea Route, Russia's main route in the Arctic, is of great importance. It will connect the ports of Northern and Western Europe with the ports of North America, Japan, China and Korea, whose advantages in international trade are undeniable. The routes of the Northern Sea Route are suitable for ice pilotage of ships, which significantly extends the navigation period. Scandinavian countries are very interested in this direction. Russia, in turn, is interested in a transport route through Denmark, Finland, and Sweden.

The fifth addition is considered as an alternative for the transportation of goods from the countries of the Black and Mediterranean Seas, as well as Central Europe and the Caspian countries using intermodal technology on river-sea vessels.

In 2004, UNECE and the United Nations Economic and Social Commission for Asia and the Pacific (UNESCAP) developed a common strategic vision for Euro-Asian transport links, which identified four transport corridors:

Trans-Siberian: European transport corridors No. 2, 3 and 9, Russia and Japan with branches to Kazakhstan - China and the Korean Peninsula, Mongolia - China;

TRACECA (Transport Corridor Europe - Caucasus - Asia): Eastern Europe (European transport corridors No. 4, 7, 8, 9) - Black Sea - Caucasus - Caspian Sea - Central Asia;

Southern: South-Eastern Europe (European transport corridor No. 4) - Turkey - Iran with branches from Iran to Central Asia - China; South Asia - Southeast Asia (South China);

North - South: Northern Europe (European transport corridor No. 9) - Russia with a branch to the Caucasus - the Persian Gulf and the Caspian Sea - Iran - the Persian Gulf. A framework agreement on transit traffic was also proposed and it was noted that the corridor system should be based on market criteria: cost, time, reliability and convenience.

In the same period, plans appeared to continue the European transport corridor No. 5 to the Trans-Siberian and northern corridors with a subsequent connection with China through Kazakhstan.

The geographical position of Russia makes it a natural link between Europe and Asia. The shortest transport routes from Europe to Central Asia and the Asia-Pacific region run through Russia. The transit capabilities of Russia in the implementation of road transport in the direction of Europe - Asia were proved by the example of the Lisbon (Portugal) - Vladivostok (Russia) motor rally, carried out in 2004, and were confirmed by the 2005 motor rally along the historical Silk Road from Beijing through Berlin to Brussels. In 20 days, five container road trains from different countries (Kazakhstan, Russia, Poland, Lithuania, Latvia) covered a distance of 12,000 km along the route Beijing (China) - Astana (Kazakhstan) - Moscow - Riga (Latvia) - Vilnius (Lithuania) - Warsaw (Poland) - Berlin (Germany) - Brussels (Belgium).

At the mentioned Conference, a new Eurasian transport initiative was proposed for the efficient delivery of goods between the countries of the Asian continent and Europe - the NELTI project, as the world's largest powerful land container line through China, Kazakhstan and Russia, which will cross four borders. This will reduce the volume of customs processing of goods by 3.5 times compared to TRACECA.

In the countries participating in the development of corridors, they create their own federal and sectoral scientific and technical programs. For example, Kazakhstan, whose territory occupies more than half of the OSJD, TRACECA and North-South corridors, is developing road and rail infrastructure, the port of Aktau and conducting a number of studies. Preliminary calculations for the use of land areas, carried out in Kazakhstan, showed a 30% profitability with a 4-fold reduction in delivery time (up to 2 weeks) compared to a multimodal message.

The geographical position of Russia makes it possible to integrate the country's transport structure into intercontinental communication links. Due to the fact that the ports of the Baltic States have become abroad, at present, great importance is attached to the ports of St. Petersburg and others in the waters of the Gulf of Finland, connecting Russia with European countries; Murmansk to serve the Northern Sea Route and use it more widely to connect the Scandinavian countries with the East; Vladivostok, serving the region of the Far East and adjacent foreign countries, etc.

The federal program "Revival of the Russian Merchant Fleet" provides for the construction of new, often specialized port facilities and the strengthening of existing ones in the Far East, in the regions of the North of the European part of the country, in the Azov-Black Sea basin, in the Baltic in the Gulf of Finland in connection with the expansion of Russia's foreign trade with many countries using maritime transport.

Russia's integration into the Euro-Asian transport system is the goal of the strategic development program of JSC Russian Railways. According to expert estimates, 29 million tons of cargo goes to the Asian direction, 36 million tons - to the European one. The volume of foreign trade traffic between Europe and Asia is only increasing, in the direction from China to Europe, the volume of traffic is 40 million tons, but cargo is mainly transported by sea, although the distance from China to Europe through Russia is 5 times shorter.

The federal program "Roads of Russia" considers the development of roads in the region of Siberia and the Far East. One of the main tasks of this program is the formation of a network of international highways with their integration into the European and Asian systems of international highways. One of these roads is the Moscow-St. Petersburg highway, which will meet European standards and should become the most modern in Russia.

An effective Euro-Asian transport system requires the harmonization of the transport systems of East and West, the unification of national legislation, the development of specific ways for the further development of corridors based on a more thorough study of the flow of goods and passengers, transport problems.

For international cooperation, the level of development of transport systems of foreign countries is of interest. Thus, the Asian road structure is being developed on the basis of the comprehensive project “Development of transport infrastructure in Asia (ALTID)” (1992). The project is based on three components: the Asian Highway, the Trans-Asian Railways and the facilitation of land transportation and includes three corridors in the East-West direction: the northern one through the territory of Russia; central - through the Caspian Sea; southern - through Iran.

The Asian transport system includes Japan, which owns the third largest fleet in terms of tonnage, Korea, Singapore and Taiwan, whose shipping companies are among the twenty largest in the world. Their roads are poorly represented, the railway has a different gauge, which creates additional problems. To eliminate this shortcoming, it is proposed to create ray directions with access to the latitudinal Trans-Asian railways, including the Trans-Siberian.

In 1993, at the meeting of UNECE Ministers of Transport, Corridor No. 9 was presented as a transit link connecting the countries of Northern Europe, the Scandinavian countries and Russia with the Indian Ocean, the Persian Gulf and the states of Southeast Asia. In 2000, Iran, Russia and India signed an agreement called "North-South". Through this corridor, the passage of goods between Asia and Europe is 2 times faster than along the route through the Indian Ocean - Red Sea - Mediterranean Sea - Black Sea or the Strait of Gibraltar - English Channel - Baltic Sea. The frequent instability of political relations in the areas of the Red Sea, the Suez Canal, and so on also plays a role. The North-South corridor runs from the coast of the Indian Ocean to the southern ports of Iran (Bender-Abbas), then towards Russia and Northern Europe through the ports of the Caspian Sea. All modes of transport are involved in this corridor, it is 40% shorter than currently used and 30% cheaper. In addition, its feature is the numerous intersections with the TRACECA and ALTID corridors.

Relations between the countries of the north-east of Europe, Russia, Iran, the Caspian countries of Central Asia and Azerbaijan are developing along the so-called Caspian corridor. Russia's trade with Persia (since 1935 Iran) began in 1475 during the time of Grand Duke Ivan III after the merchant Athanasius Nikitin traveled to Persia and India (Journey Beyond the Three Seas). Approximately 14 of Iran's foreign trade turnover (without oil) goes in this direction, and 13 is trade with Russia, and 23 is the transit of Europe, Japan, Korea. Due to the collapse of the USSR, some trade routes ended up outside of Russia, but there is a possibility along the Volga through Astrakhan and ground transport through Makhachkala (Dagestan) and further across the Caspian to trade with Iran, and through it with India. Russia supplies non-ferrous metals, pipe couplings, rubber, transformer steel, paper products, etc. to India. Some cargoes of India go to pay off Russia's public debt. The turnover of containers in the Iranian direction (about 2900 TEU per month) is served by Russian companies with river-sea vessels and foreign carriers.

The Caspian corridor is also called the "Tea Road" for connecting India through Iran with Russia, Ukraine, Belarus. Cargo, including Indian tea, goes from Indian western ports through Iran to the southern Iranian port of Bandar Abbas, then to its northern port of Anzali and across the Caspian Sea to the Russian ports of Olya and Astrakhan. From there, cargoes are sent to Moscow, Kyiv and other cities. The period of transportation using a ferry across the Caspian Sea is reduced from a month to several days. The advantage of this corridor is the speed and greater reliability (security) of this direction.

The following bridges have been organized: European - Scandinavian through tunnels under the English Channel and B. Belt; Middle Eastern (via Beirut, Lattakia, Izmir) to the countries of the Near and Middle East; Trans-Siberian container; North African (Maghrib Express), etc. The main transportation on these bridges is container.

To create a global railway network, it is necessary to connect America with Asia and Europe through the Bering Strait (more than 90 km) and the Nevelskoy Strait (7.2 km) by tunnel crossings; Europe with Africa through Gibraltar (about 38 km) and Japan with Sakhalin through the La Perouse Strait (42 km). Studies have been carried out for the construction project of the transcontinental highway America - Siberia and a 90-kilometer tunnel under the Bering Strait. According to calculations, it is necessary to lay about 6,000 km of a double-track electrified railway, including 1,500 km in Alaska and Canada, and on the territory of Russia - a path from Uelen to Yakutsk, from where to build a branch line to BAM and the Trans-Siberian Railway. A transcontinental highway is being formed through a railway tunnel, connecting Asia with America within the framework of a single transport corridor. The highway will reduce the delivery time by 2 weeks. With a cost of approximately 50-60 billion US dollars, it should pay off in 13-15 years with an annual cargo flow of 70 million tons.

According to the United States, cargo flows along the transcontinental route can reach 150...180 million tons per year, Russian researchers predict the volume of traffic will be 50...50 million tons by 2020.

Organizations such as the European Parliament, UNECE ITC, ESCAP, international unions by modes of transport, the European Conference of Ministers of Transport (ECMT), etc. take part in resolving issues related to the development of international corridors.

The issues of financing transport corridors have been considered for a number of years. The consideration is attended by international organizations in accordance with the special programs of the European Union PHARE (European Union Technical Assistance Program for the countries of Central and Eastern Europe) and TACIS (Technical Assistance for the CIS countries), as well as interested states and private investors. The World Bank and the European Bank for Reconstruction and Development (EBRD) are interested in financing. Particular importance in these matters is given to environmental aspects. The TACIS program allocated funds for 18 transport projects and subprograms in 11 countries and CIS countries for technical assistance, the EBRD financed 38 projects, including 16 for the CIS and Baltic countries.

To provide a legal framework for cooperation in the field of transport, a number of documents are being created, including the Memorandum of Mutual Assistance for the Development of Pan-European Transport Corridors; recommendations of pan-European and pan-Asian transport funds on the development of transcontinental links between Europe, Central Asia and the Far East; International agreements and conventions within the UNECE, ESCAP and ECMT, etc. In addition, a number of organizations have been created for the prospective development of the North-West region of Russia - the permanent Interregional Meeting "Development of Transport Corridor No. 9 on the Territory of Russia", Association "North-West" and etc.