Russian Seaports Research Articles

Russia in the Central African Republic: Exploitation Under the Guise of Intervention

The Central African Republic (CAR) is a country in conflict and despite UN actions, it remains exceedingly violent, unstable and unable to alleviate the conditions that place it at almost the very lowest 2017 Human Development Index ranking. Recently Russia has stepped up to intervene with provisions and training. Draped in a guise of assistance with UN Security Council approval, Russia is fulfilling its own ends. While arms sales increase Putin’s support in the Russian military-industrial complex domestically, training allows for Russian actors to be placed in country. The arming and training CAR’s government forces as well as rebel factions enables Russia to influence all sectors while leveraging these opposing sides to further develop a powerful Russian stronghold in CAR. Russian personnel in CAR, with additional to troops in nearby Sudan, provide state actors to direct activities for Russia’s benefit in rebel controlled areas with great natural resource value. The 2018 diplomatic agreements specifically allow Russia to access CAR’s natural resources and clearly identify Russia’s economic interests in CAR. The impact of controlling CAR’s resources is enhanced by Russian seaport access in Sudan. Combined, internationally approved Russian arms and personnel for training create the means for Russia to exploit CAR’s conflict. Russia gains influence over both the CAR government and rebels, access resources, and builds strategic and logistical strength in CAR as well as on the Red Sea, all, while dynamically balancing Chinese interests in the African continent.

Information technologies as a way of port activity optimization in conditions of digital economy

The use of digital solutions in various fields of activity today allows you to adapt to the digital needs of customers. The adoption of information technology by the subjects of the transport complex was not quick at the beginning, but development has accelerated since then and now they allow optimizing their activities. The article discusses the current regulatory documents in the field of digitalization of seaports. An analysis of cargo turnover by Russian seaports was made, and it was noted that one of the important factors affecting the increase in this indicator is the implementation of digital solutions. Examples of information technologies in the world and in Russia used in the activities of seaports are given.

СИСТЕМА ЦЕЛЕВЫХ ЗАТРАТ ПРИ ОКАЗАНИИ СТИВИДОРНЫХ УСЛУГ: ПРОБЛЕМЫ ВНЕДРЕНИЯ

N the world practice there has been accumulated the significant positive experience on application of the target cost management system (target-costing) focused on developing the product cost, taking into account the industry average of the profit and market price. Russian companies also need to take advantages of the technology of managing the production cost of demanded goods and services at affordable prices. Target costs make a part of the organization's costs of product manufacturing, which must be adjusted without compromising quality, according to the price requirements and consumer preferences. The use of a targeted approach is possible not only for the cost management of the new, developed product, but also for traditionally produced, existing “old” product, for the purpose of its price actualization to the consumer needs. Russia's integration into the world system of distribution of goods and other material resources puts certain requirements to the state of the sea port economy and the port organizational and technical level, to the quality of stevedoring and other services. According to experts, commercial and transport vessels spend almost half of their operating time in Russian seaports, the efficiency of which depends on the volume and flexibility of cargo transportation. Tariffs and quality of services rendered are of great importance for carriers - consumers of stevedoring services. Application of the target costs system in the RF port economy is a very popular innovative management technology. The data on the Astrakhan sea port operation during 2014-2017 have been analyzed, which revealed the need to use target-costing in stevedore services management. Methodological and organizational approaches to the identification, assessment and optimization of target costs for stevedoring services are aimed at improving the efficiency of the seaport and at expanding the practice of using modern accounting management tools.

The Implementation of Transportation and Transit Projects on the Basis of Public-Private Partnership in Russia

The article considers the main directions of the implementation of the current transportation and transit projects on the basis of the institution of public-private partnership in Russia. This work is a continuation of the study of the theory and practice of the application of public-private partnership in the investment projects aimed at the development and realization of the transportation and transit potential of the country. On the methodological basis of evolutionary and institutional economics, historical approach, system-oriented analysis and the theory of firms, the main current projects for the development of Russian transportation and transit system using public-private partnership are considered. They are the construction of a high-speed line of Moscow — Kazan with subsequent extension to the Chinese border; functioning of the transport and logistics in the Chelyabinsk region; infrastructure of transit cargo by Northern Sea Route; participation of foreign investors in the development of Russian seaports and sea gates. It is shown that the competitive advantage of transit traffic by a particular route requires more traversing speed of cargo with a minimum of stops, handling and overloads in the way. Revenue from transportation and transit potential implementation can be comparable to the size of the resource rent in the case of the development in Russia of the production and transit sector of the economy, and not only of a transit one . In this regard, the emphasis is placed on the determination of the possibility and necessity of organizational changes associated with the development of a large public-private transportation company, able to compete with global sea container services of the route of Asia — Europe. The main directions and activities under the proposed national project «Development of transit economy in Russia: Uniting Eurasia» and its subprogram «Creation of innovative rolling stock for container and multimodal transport» are developed. The results of the study can be used in the preparation of state programs and projects, containing a system of measures to develop and implement the transportation and transit potential of Russia on the basis of institutional and organizational changes.

The Development of the Regional Sea Port Infrastructure on the Basis of Dry Port

This article contributes to the solution of the relevant problem of the seaport infrastructure development for the purpose of increasing the cargo turnover in the regions of seaport location as well as to improve the quality of freight traffic on the basis of the creation of container hinterlands — dry ports. The options of dry ports as the potentially effective solution to increase the cargo turnover of existing seaports, improve the timeliness of freight transportation and overcome the environmental problems of the regions of seaport location are shown. This work analyzes the transport infrastructure of the region, the cargo turnover of major Russian sea and dry ports as well as the experience of creating dry ports in the Russian Federation and abroad. The authors propose the system of parameters for dry ports, which are recommended for the assessment of seaport infrastructure development scenarios on the stage of strategic planning. The authors have developed the approach of optimal values determination of the main parameters of dry ports by simulation modeling method. The features of construction and research of the simulation models of system “seaport — dry port†in programming software AnyLogic are considered. The results of modeling experiments with a developed simulation model are provided. This model is aimed to assess the maximum estimated capacity of the existing seaport in the conditions of the increasing irregularity of cargo traffic, and also to determine the optimum parameters of the constructed «dry port». The obtained dependencies as a result of modeling experiments prove the adequacy of the selected main parameters of dry ports for the effective evaluation of the scenarios of the strengthening of carrying and estimated capacity of existing seaports on the stage of strategic planning.

Seaports of Primorsky Krai in the Transport System of the Region in the Conditions of the Free Port of Vladivostok

The article considers the tendencies of socioeconomic development of Primorsky Krai in the modern conditions of development of the national economy of Russia and the tasks of formation of the transport and logistics infrastructure in the region to enable it to secure and implement its territorial transport, logistics and transit functions. A key role in this development is played by the seaports of the southern zone of the Far East and, in particular, of Primorsky Krai. It focuses on the tasks, as well as various aspects of the formation and direction of implementation of the promising socio-economic and political project of Russia in the Far East—the establishment of the Free Port of Vladivostok. This project focuses on the issues of providing Russian seaports in Primorye with a cargo base, as well as economic, social, organizational, infrastructural, political, legal and other aspects of operation of the Free Port of Vladivostok. Cargoes from the northeast provinces of China, as well as the implementation of major Russian projects, in particular, the project of establishment of priority development territories in Primorsky Krai play an important role in providing a cargo base and ensuring effective performance of seaports in Primorye.

Implementing Urgent Transport and Transit Projects Based on Public-Private Partnership in Russia

The article examines the main areas for implementing urgent transport and transit projects based on Public-Private Partnership (PPP) in Russia. This paper continues the study of theory and practice of using PPP to implement the investment projects aimed at developing and realizing the transport and transit potential of Russia. The authors used the methodological basis of the evolutionary and institutional theory, historical approach, system analysis, and theory of the rm to examine the ongoing projects aimed at developing the transport and transit system in Russia based on PPP, such as construction of high-speed Moscow — Kazan highway with its subsequent extension to the Chinese border, functioning of transport and logistics system in the Chelyabinsk region, infrastructural support for transit cargo shipments along the Northern Sea Route (NSR), participation of foreign investors in the development of Russian sea ports and approaches to them. It is shown that the provision of competitive advantages offered by transit shipping operations on a particular route requires a high speed of cargo transportation with a minimum of stops, handling, and transshipments along the route. The revenues from realizing transport and transit potential can be compared with the amount of resource rent only when Russia builds not just a transit sector but the production and transit sector in its economy. In this regard, the authors focused on defining the opportunity and necessity of organizational transformations associated with building a large public-private transport company that would be able to compete with global sea container companies on Asia—Europe routes. The article elaborated the main areas and measures under the proposed national project «Developing the Transit Economy in Russia: Uniting Eurasia» and its subprogram «Developing the Innovative Rolling Stock for Container and Multimodal Shipping Operations.» The finding of the study presented in the article may be used for preparing the state programs and projects that include a system of measures to develop and realize the transport and transit potential of Russia based on institutional and organizational transformations.

Seaports of Primorsky Krai in the Transport System of the Region in the Conditions of the Free Port of Vladivostok

The article considers the tendencies of socioeconomic development of Primorsky Krai in the modern conditions of development of the national economy of Russia and the tasks of formation of the transport and logistics infrastructure in the region to enable it to secure and implement its territorial transport, logistics and transit functions. A key role in this development is played by the seaports of the southern zone of the Far East and, in particular, of Primorsky Krai. It focuses on the tasks, as well as various aspects of the formation and direction of implementation of the promising socio-economic and political project of Russia in the Far East—the establishment of the Free Port of Vladivostok. This project focuses on the issues of providing Russian seaports in Primorye with a cargo base, as well as economic, social, organizational, infrastructural, political, legal and other aspects of operation of the Free Port of Vladivostok. Cargoes from the northeast provinces of China, as well as the implementation of major Russian projects, in particular, the project of establishment of "priority development territories" in Primorsky Krai play an important role in providing a cargo base and ensuring effective performance of seaports in Primorye.

Border-crossing constraints, railways and transit transports in Estonia

Abstract North-East Europe has served as a general cargo transit area for Russia and other emerging economies of the East for decades. Typically, this activity was initiated with road transport, but after some years of operation, border-crossings became problematic and in some cases even impossible to conduct. Volume of transit transport was therefore severely constrained. As one remedy to sustain transit traffic, the Baltic States have implemented container trains to eastern destinations. Even though, overall transit traffic through Estonia has decreased mainly due to the increased volumes of Russian seaports, the container transit traffic has increased steadily: Volumes were really minor a decade ago, but have increased from several thousand containers up to above 50,000 TEU in 2013. This has enabled hinterland transport and incoming container volumes in the port of Tallinn to develop. This research work analyzes not only second hand data regarding Estonian general cargo transit, but also includes case study visits. The case company has established many international container train connections. Container transit traffic has an optimistic future outlook in Estonia. However, the main operational constraints are related to gauge widths, border-crossing operations, delivery time issues, low price level of road transport, unpredictable Russian market and legislation and infrastructure investments.

Perspective reserves of Russian seaport container terminals

The increase of flows in the container supply chains is largely driven by the growth in demand for container transportation. In order to meet the demands of clients, an ongoing improvement of the transport chain structure is underway. The successful development of container maritime terminal requires a corresponding growth of capacity of inland terminal infrastructure, like roads and railways, establishing vital links between entities. As such, the paper presents an empirical analysis from the technical, economical, operational, and ecological perspectives of Russian seaport container terminals that depend on dry ports construction. The justification of dry ports implementation as a main reserve, whereby the major seaport terminals' productivity is enhanced, is investigated with simulation approach, which allows to compare the performance of the chain under varying conditions.

Dynamics of Russian dry ports

The transportation of cargos in containers has been intensively developing over the last decades. The world pace of growth in container transport is about 11% annually while in the Russian Federation from 2003 to 2007 the average growth was 21%. Container transportation is going to increase due to the construction of huge infrastructure projects for the Winter Olympics games in Sochi 2014, which implies the transportation of the required material flow. Foreign car assembly on Russian territory is developing, supplied by component parts delivered from Japan and the Republic of Korea, as well as from China that now bring 21.3% import container transport to Russia. About 60% of Russian container traffic passes through seaports Saint Petersburg, Novorossiysk and Vladivostok. The scenarios for increasing capacity to meet demands ahead are enhancing the productivity of seaports sites or leading to the creation of terminals in the hinterland. Although the phenomenon of dry ports is spread all over the world, in Russia none of the seaports has sufficient number of these facilities. The inland terminals of Russian seaports will be analysed from a dry port perspective. Despite the impediments, there are ecological and economical benefits that are discussed in the article. The advantages to the transport chain suggest that dry ports are a promising area for Russian seaports’ welfare.

Across the Mongolian Steppes

Across the Mongolian Steppes

Hydrobiological studies of the ballast waters of cargo ships in Russian Sea ports

The results of the first studies on the ballast waters of commercial vessels in Novorossiysk and Vladivostok ports are presented. Data on the composition of the flora and fauna, their abundance, viability, and the origin of the species were obtained. In the zooplankton from the ballast waters sampled in the Novorossiysk port, 31 species of holoplankton and 15 species of meroplankton were found. The total number of zooplankton varied from 1.3 to 60 thousand ind./m3. The Mediterranean basin, providing 62% of the ballast waters, represents a vector of the greatest risk. In the port of Vladivostok, in the ballast waters of the vessels of the Russian-Japanese and Russian-Chinese lines, 45 species of microalgae, 24 species of zooplankton, 22 species of meroplankton, and 10 groups of meiofauna were revealed. In addition, 24 species of microscopic filamentous fungi were identified and 28 morphologically distinguishable strains of bacteria were isolated (in total not less than 153 species). The basic “groups of risk” for bioinvasions in the basins of the Black Sea and the seas of the Far East were revealed. The need for control of ships’ ballast waters in Russia, which is presently lacking relevant national methodical guidelines and legislation, is substantiated.

De Nederlandse Gereformeerde Gemeente Te Archangel in De Achttiende Eeuw

AbstractThe Dutch Reformed Parish in Archangel in the Eighteenth Century The Dutch Reformed parish in the Northern Russian seaport of Archangel probably originated in the 1630s and apparently received some sort of formal and independent status in about 1660. In the eighteenth century, the parish was a small and shrinking community. In the 1730s, it had an estimated 240 Dutch members, and by the 1770s about 110. The parish virtually coincided with the Dutch merchant community of Archangel. Many of the Dutch merchants of that town lived there with their wives, children and servants. The parish council consisted of the minister and (probably three) elders and (probably three) deacons. The minister, who usually came from the Netherlands or Germany, was hired by the Directors of the Muscovy Trade (de Directeuren van de Moskovische Handel) in Amsterdam on behalf of the parish, examined and called by the Classis of Amsterdam, and paid by the parish. The church, of course, focussed primarily on the spiritual care of the parish members. But the parish council also performed communal services in a broader sense. It provided for the teaching of children and acted as orphan's court. The parish had a school-house and employed a Dutch schoolmaster.

New phenomena in the baltic trade of Russia in the seventeenth century

Abstract Extract In the Russian pre-revolutionary historiography and among Western European historians, the view was held that the reforms of Peter I had been the manifestations of the sovereign will of a powerful monarch who had arbitrarily introduced profound changes into the life of his enormous country. By contrast, Soviet historians showed, in much of their research work, that the reforms conducted by Peter I had been prepared by the whole course of social, economic, and political developments in the preceding century, and reflected the ripened needs of the country and its people. Both the coming of Russia to the Baltic Sea shores and the founding of St. Petersburg, the first Russian seaport on the Baltic, and its becoming the principal commercial port of the country, were prepared by the whole course of the preceding development of the Russian Baltic trade, reflecting its ripened and very urgent needs.1