Abstract: Relevance. International transport corridors play a leading role in the formation of an integrated global market for raw materials, consumer goods and transport services. The development of the Trans-Caspian and Altai routes of the International North–South Transport Corridor gives the Ural and Siberian producers of mineral raw materials and finished products of export-oriented industries direct access to the growing markets of Iran, Pakistan, and India. Purpose – substantiation of the need for exporters of raw materials and finished products of the Ural and Siberian regions to use the Trans-Caspian route of the International Transport Corridor North–South to gain competitive advantages over suppliers from the South of Russia and the Far East. Methodology – analysis of the economic and logistical advantages of the Trans-Caspian and Altai routes of the international transport corridor North–South in comparison with other routes. Results. The Sverdlovsk Region occupies a unique transport and geographical position at the junction of regional and global Eurasian continental transport links, and the Ekaterinburg railway junction is one of the largest transport and logistics hubs in Russia, located on the main course of the Trans-Siberian. But with the supply of mineral raw materials and finished products to the Asia-Pacific region for all border crossings to China east of Krasnoyarsk or the seaports of Primorye, the transport leg of the delivery of goods from enterprises of the Ural region will be at least 1–2 thousand km more than for Siberian exporters, and their transport costs will be higher. The development of new directions for the export of raw materials, finished products and modern logistics technologies will allow exporters of the Ural and Siberian regions to significantly increase the volume and profitability of exports. Especially convenient for the Ural and West Siberian exporters of mineral raw materials and finished products will be the Trans-Caspian route Kazakhstan–Turkmenistan–Iran with the possibility of further transportation of products to Pakistan and India through the under-construction port of Chabahar or the existing ports of Bandar Abbas or Gwadar. For the export of coal from Kuzbass to India, a new route has been proposed without passing through the Trans-Siberian Railway and Baikal-Amur Mainline (where the carrying capacity of the railway will be occupied by coal from Yakutia and Eastern Siberia) – along the railways of Kazakhstan, Uzbekistan, Turkmenistan and Iran (direction from Kuzbass through Semipalatinsk-Aktogay–Tashkent–Mary–Seraks–Bandar Abbas and by sea to Mumbai), which reduces the distance of the sea part of transportation up to 5 times. Conclusions. The development of a new route for the export of coal and other mineral raw materials to the countries of South Asia will allow the coal enterprises of Kuzbass and Ekibastuz to increase supplies to 10–12 million tons/year, regardless of the expansion timing of the throughput capacity of the BAM and Trans-Siberian Railway and will reduce the deficit problem severity in the carrying capacity of the railroad to the ports of Primorye for the export of coal from the deposits of Yakutia and the Far East. An increase in the mutual and transit cargo turnover of the EAEU countries, India and Iran will give an additional impetus to the economies of all member countries of the association, create new jobs, reduce transport costs, and increase the volume and profit of mutual trade. Keywords: mineral raw materials supply, coal enterprises, efficiency, cost price, Iran,

Cite: Krichker D.R. , Petrov M.B. , Khazin M.L.
Providing competitive advantages to exporters of mineral raw materials and finished products of the Ural and Siberian regions through the use of the Trans-Caspian route of the international North–South transport corridor
Известия Уральского государственного горного университета. 2021. N4 (64). P.130-138. DOI: 10.21440/2307-2091-2021-4-130-138 РИНЦ

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Published print:

Dec 1, 2021

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48205275

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