asia-pacific journal of marine science&education...ekaterina yu.kopayeva, elena a.pyak, victoria...

ISSN 2221-9935 (Print)

ISSN 2306-8000 (Online)

ASIA-PACIFIC JOURNAL

of MARINE SCIENCE&EDUCATION

VOLUME 8, No. 2, 2018

Adm. Nevelskoy Maritime State University Vladivostok, Russia

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Asia-Paci f ic Journal of Marine

Science&Education Жу р н а л о м о рс ко й на у ке и о бр а з о в ан и и в А Т Р

Founded and published two times a year by

Adm. Nevelskoy Maritime State University

Учрежден и публикуется два раза в год Морским Государственным Университетом

имени адм. Г.И. Невельского, г. Владивосток

ADVISORY BOARD/Редакционный совет

Dr. Rouben Azizian, Asia-Pacific Center for Security Studies, Hawaii, Honolulu, USA

Dr. James Boutilier, Maritime Forces Pacific HQ, Victoria, BC, Canada

Dr. Oleg A. Bukin, MSUN, Vladivostok, Russia

Dr. Sang Goog Cho, MSUN, Vladivostok, Russia

Dr. Andrey I. Fisenko, Economics&Management in Transport, MSUN, Russia

Adm.(Ret.)Victor D. Fyodorov, Deputy Director (Southern Branch), P.P.Shirshov Institute of

Oceanology, Gelendjik, Russia

Adm.(Ret.) Gennady A. Khvatov, MSUN, Vladivostok, Russia

Dr. Dovchin Myagmar, Institute for Geopolitical Studies, Ulan Bator, Mongolia

Dr. Boris V. Preobrazhensky, Pacific Inst.of Geography, Russian Academy Sciences

Dr. Leonid P. Reshetnikov, Russian Institute for Strategic Studies, Moscow, Russia

Dr. Naoyuki Takagi, Tokyo University of Marine Science&Technology, Tokyo, Japan

Dr. Alexander N. Vylegzhanin, MGIMO University, Moscow, Russia

EDITORIAL BOARD/Редакция

Executive Editor / Исполнительный редактор

Nikolai I. Pereslavtsev/Н.И.Переславцев

Editors/Редакторы Dr. Vladimir M. Lobastov, Dr. Vladimir A. Lazarev, Dr. Sergey V. Sevastianov,

Dr. Sergey M. Smirnov, Dr. Vladimir F. Verevkin, Dr. Natalia G. Levchenko,

Dr. Dmitry S. Kopyev. Dr. Alexey Yu. Strelkov, Rabia M. Newton,

Pavel B. Kirichenko, Anastasia O. Barannikova.

The opinions expressed by authors do not necessarily reflect those of Adm. Nevelskoy Maritime State University or the

Editors of Asia-Pacific Journal Of Marine Science&Education. Reproduction of the contents without permission is

forbidden.

Address of the Founder and the Editorial Board:

Adm. Nevelskoy Maritime State University

50a Verhneportovaya st., Vladivostok, Russia, 690059

Адрес Учредителя и Редакции: 690059, Россия, г. Владивосток, ул. Верхне-

Портовая, 50а. E-mail/Эл.почта: [email protected], [email protected]

Phone/Fax/Тлф/Факс: +7(423)230-1275 Copyright © 2018 by Adm. Nevelskoy Maritime State University


Registration No. ПИ №FS 77-44105 ISSN 2306-8000 (Online) Circulation – 40 copies/Тираж 40 экз. Free price/Цена свободная

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ASIA-PACIFIC JOURNAL

Of MARINE SCIENCE&EDUCATION

CONTENTS

July, 2019 VOLUME 8, NO.2

Peter Yu. Samoylenko

Image of Vladivostok as seaport city and problems of Russian international

cooperation in Asia-Pacific region ……………………………………………….4

Nikolai I. Pereslavtsev

The place of North Korean port Rason in the logistic scheme of the Southern

Primorye and the Far East …………………………………….………………….14

Nikolai M.Anosov, Tatyana E.Malikova, Alexei Yu.Strelkov

Method of unitized goods‘ stack formation and securing on deck.………….........25

Ivan B.Druz, Mikhail A.Moskalenko, Vladislav M. Moskalenko

Development of the service E-platform for logistics of the shipping container’s

weigh………………………………………………………………………………33

Ekaterina D.Frantsuzova, Sergei V.Pesterev, Anastasia A.Velikova

Study of the need for coastal passenger transportation in the Far Eastern

region .……………………………………………………………………………38

Denis R.Goryachev, Darya S.Mazur, Sergei V.Pesterev, Anastasia M.Smolina

Prospects for creation of international transport corridor “Primorye-3” in view of

the process on inter-Korean rapprochement………………………………………43

Ekaterina Yu.Kopayeva, Elena A.Pyak, Victoria V.Sluchenkova, Polina P.

Zatsepina

Comparative characteristics of sorbents used for eliminating dark and light oil

spills………………………………………………………………………………48

Boris I.Tkachenko

Territorial disputes in the South China Sea, Paracel Islands…………………….56

Yury V.Vedernikov

Modernization of merchant and fishery fleet assets in the Far East of Russia….73

Contributors………………………………………………………………………84

Article abstracts in Russian……………………………………...………..……..87

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IMAGE OF VLADIVOSTOK AS SEAPORT

CITY AND PROBLEMS OF RUSSIAN

INTERNATIONAL COOPERATION

IN ASIA-PACIFIC REGION

Peter Yu. Samoylenko

Far Eastern Federal University, Vladivostok

Russian Institute for Strategic Studies, Moscow

Abstract: Article deals with the problems of Vladivostok

image as a marine city with the specific history and describes also

various questions of Russian modern international cooperation in

Asia-Pacific. Author researches Vladivostok's historical features and

its information attractiveness as the largest Russian seaport on the

Pacific coast, tells about the potential of the so-called projects of

“Eastern Vector”. The main idea includes the using of Vladivostok

image in development of international political, social and economic

cooperation in Russian national interests nowadays.

Keywords: Asia-Pacific, Vladivostok, image, North-East

Asia, Russia, international economic cooperation, tourism,

international relations, territories of advanced economic development,

“Porto Franco”, mass-media, Vladivostok fortress, seaports, shipping

Today in its political, economic, cultural and social spheres

Russia adheres to the so-called strategy of “Eastern Vector” or “Turn

to the East”. The main goal is diversification of cooperation areas

with Europe and the US and development of relations with leading

economies of Asia-Pacific such as Japan, China, Korea, Vietnam,

Singapore, Indonesia and others [1]. Moreover, Russia is interested

in expanding its influence in Asia-Pacific region through increased

export of national goods and import of modern technologies [6].

Today Russia is developing international economic projects in the Far

East and especially “Free Port of Vladivostok”. These projects mean

sweeping investments and setting of trade and logistic connections

between Europe and Asia through the Far Eastern seaports and

Russian territory. Conceptions of territories of advanced economic

development and “Free Port of Vladivostok” (“Porto Franco”) offer

opportunities for Asian investors [3]. Development of international

economical projects in Asia-Pacific and North-East Asia with Russian

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participation can have good influence on security system in the region

and reduce the risk of territorial conflicts. For example, cargo transit

trough North Korean Rason from China to Russia and further to Asia-

Pacific, first of all to Japan. Thus, economic cooperation will help to

reduce political contradictions and territorial conflicts, including

Japan's claims to the Kurile Islands.

Thus, Russia has certain reasons to intensify regional

cooperation. So, it would be very useful to acquire in Asia the so-

called “support points”, especially taking into consideration the

history of Russian-Asian relations in 19-20 centuries.

In the past Russia maintained cooperation with Asia through

several economical and cultural centers on its own territory. First of

all through Moscow as a capital, in addition - Saint-Petersburg,

Novosibirsk, Irkutsk, Khabarovsk, Yuzhno-Sakhalinsk, Vladivostok.

Historically, Vladivostok has been the main center of

cooperation in the Far East from the second part of 19 century till the

present days. In period since 1954 and up to the beginning of 1990-

ies Vladivostok was closed for the foreigners, all political,

economical, cargo, cultural exchanges were being implemented

through other ports of Primorsky region – Nakhodka and Vostochny.

But in the second half of 19 century Vladivostok was the largest

Russian city on the Pacific coast. In Vladivostok there existed a free

port regime, the so-called “Porto-Franco”, which was useful for

attracting business to the Russian Far East.

In fact, “Porto-Franco” has made Vladivostok as one of most

significant and well-known Russian sea ports and cities of those and

present days. Step by step the city gradually took its place of logistic

centre in cargo deliveries from Europe to Asia. Many European

businessmen used to visit Vladivostok, lived and worked there. It was

the time of famous business dynasties such as Brinners, Kunst, Albers

and others. In modern Vladivostok there are many memorial sites in

honor of such persons. Their names have remained in the names of

history of old buildings, monuments, streets etc. Today we can say

that for more than 150 years Vladivostok has been playing the role of

business center in the Russian Far East and the place of international

economic cooperation.

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Seaports

History of Vladivostok indicates that the seaports have always

been one of the basic elements of regional economy. Vladivostok

commercial port and fishing port traditionally always played the

significant role in cargo flows distribution and in export-import

operations. For example, during World War 2 Vladivostok was one of

the transit points for military cargo passing from the US to the USSR

(so-called "lend lease"). In the 1960-1990s Vladivostok played,

despite its “closed” status, the role of distribution center for Russian

export (coal, grain, timber products, steel) to the Asian economies –

Japan, China, Vietnam, Australia etc. At the same time through

Vladivostok there passed the flows of import goods, most of them

was container cargo. As for Vladivostok fishing port, it was a main

Far-Eastern base for transit of sea foods – to the other regions of the

USSR and further, to Europe.

So, the history of Far Eastern ports in Soviet period includes the

examples of effective cooperation with foreign partners and we can

use such experience today. Ports Vostochny and Nakhodka have been

constructed with active participation of Japanese partners. Marine

passenger terminals in Vladivostok and Nakhodka have been built

and repaired in cooperation with Italians.

Thus, for a long time the port infrastructure may be called as

one of Vladivostok image components. The life of the whole city

areas is connected with the work of commercial port and fishing port.

Shipping

Among other things, shipping has also traditionally been one of the

visiting cards of Vladivostok. In 1880 there appeared “Dobroflot”,

Russian shipping company in the Far East, which has been

reorganized later to the “Far Eastern Shipping Company” – FESCO.

After the reforms in 1972 part of FESCO became known as

“Primorye Shipping Company”, based in Nakhodka.

FESCO fleet included icebreakers, cargo ships and bulk

carriers, which have been used to supply Chukotka and the Arctic.

Moreover, the most of Russian fleet vessel also went to sea from

Vladivostok.

Today Vladivostok remains one of the largest marine trade

centers in Russia. Here is based the most of regional shipping

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companies, there are several regular cruise passenger lines: to South

Korea and to Japan.

Ship repair

The marine subject in Vladivostok is connected with ship repair

yards and enterprises. The biggest of them is “Dalzavod”, which is

engaged in ship repair since the end of 19th

century and up to present

days. At first it was named as “Mechnical workshops of marine port

Vladivostok” and later has grown into big ship repair plant. Today in

Vladivostok, in addition to “Dalzavod”, there exist some other

enterprises, for example “Vostochnaya verf” (“Eastern shipyard”).

Nearly all of them are connected with the city image. For example,

part of “Dalzavod” on the shore of the Bay “Zolotoy Rog” (“Golden

Horn”) has been reconstructed and named as “Cesarevitch’s

embankment” – place of rest for city citizens and numerous tourists

from Russia and abroad.

Navy

Since 1930th

Vladivostok has become the main base of the

Russian Pacific fleet. In the city there are the Pacific Fleet

headquarters and several monuments connected with the history of

the Fleet and the city as a whole: the submarine S-56, warships

“Krasniy Vympel” and “Varyag”. Today almost all tourists can visit

“Korabelnaya” embankment in the city center and look over all these

monuments. Thus, Vladivostok modern image includes not only

marine part but the navy history and such situation will be unchanged

in future.

Vladivostok fortress

Vladivostok fortress is a unique stronghold of the Russian Navy

in the Far East. Now it consists of more than 100 big parts – forts,

redoubts etc. They are divided into several complexes and are located

on the territory of Vladivostok as well on the islands near the city.

From the very beginning, the fortress has been built to defend

Vladivostok against the sea attacks of potential enemies.

Today the constructions of Vladivostok fortress have all-

Russian federal significance, apply for registration by UNESCO,

therefore they are known as attractive tourist objects and are opened

for visitors’ tours.

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Maritime education

In fact, there is one more thing traditionally important for the

city image - maritime education in Vladivostok. Maritime education

has been always playing an important role in Vladivostok during 20

century and today because it helps, first of all, to develop

international relations with Asia-Pacific.

In Vladivostok there are situated two maritime universities –

Admiral Nevelskoy Maritime State University and Far Eastern State

Technical Fisheries University. Every year they enroll cadets and

students from Vietnam, China, South Korea. Training sailing vessels

“Nadezhda” and “Pallada” are used for maritime practice of Russian

and foreign cadets, during which they often visit various ports in

Asia-Pacific.

Art and culture

Vladivostok art includes different parts of maritime topics.

First of all, in Vladivostok there are many monuments

dedicated to the sea, fleet, seamen and fishers. These are monuments

to Admiral Makarov, to Admiral Nevelskoy and to ordinary seamen,

border guards, Stone tablet of military glory etc. Several years ago in

the city center there was placed the figure of trade fleet seaman – for

the memory of Far-Eastern seamen. Second, a lot of painters and

photo-painters in Vladivostok often make pictures in marine style and

devote them to the maritime image of Vladivostok. Such Primorye

painters as Sctukkenberg, Kuyantsev, Rybachuk, Shebeko, Doronin,

Rachev, Kochubey and others are well-known persons beyond

Primorsky region because of their marine landscapes and pictures as

well as views of Vladivostok. The great popularity has been gained

by the so-called genre “People of work”, main heroes of such

paintings are seamen and fishers at the sea and on the seaside etc. By

the way, some of Vladivostok painters were the seamen, for example,

Sctukkenberg and Kuyantsev worked in Dobroflot and FESCO.

Therefore, it may be said that the means of art add the

significant component to the display of Vladivostok city image.

Arctic prospects

Over the past years Russia has pursued a resolute policy to

restore its positions in the Arctic. In this sense the Far East and

particularly Vladivostok play the important role in the development

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of the Arctic route, especially its eastern part, as the area suitable for

the development of navigation, logistics and training skills. In the

period of the USSR the cargo navigation across Northern sea route

has always been fairly active [3]. Last 25 years such navigation was

in decline, but nowadays Russian leading politicians more and more

often say about Russian return to the Arctic. In contrast with Soviet

period when USSR used Arctic almost exclusively for its own needs,

modern plans include cooperation with European and Asian

economics for creation of steady logistic transcontinental system of

transit cargo transportation between Europe and Asia through the

Arctic [10]. Besides, in near future this route may become an

alternative to traditional cargo directions across Indian Ocean, Red

sea and the Suez channel.

The expansion of the Russian presence in the Arctic will lead to

the increase of Vladivostok significance as a main Russian port in

Asia-Pacific region and the base for the researches in the eastern part

of the Northern sea route. Vladivostok has the capacities for the

support of icebreaking base and for the training of icebreaking crews.

Cargo transit across the NSR will lead in result to the increase of

maritime activities and attraction of foreign ships to Vladivostok and

other ports of Primorye. Correspondingly, the maritime image of

Vladivostok as international port and city on the Pacific coast will

significantly grow.

Free economic zones

Since 2014 on the Far East there exist two kinds of free

economic regimes – “Free Port Vladivostok” and “territories of

advanced economic development”. Speaking in essence, they are

intended to develop Russian economic cooperation with Asia-Pacific

using the Far-Eastern regional advantages [7]. The main goal is

attraction of Asian investments to the region. Lack of financial sums

should be compensated by such local peculiarities as rich natural

resources, convenience of logistic ways and favorable taxes.

Basically, such projects as “Free port of Vladivostok” and “territories

of advanced economic development” are connected with the port

logistics and include the development of export-import goods

transportation from Russia abroad and to Russia through Primorsky

region and its capital - Vladivostok [8]. If they work successfully in

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future Vladivostok will be soon considered by everybody as the

center of modern economic cooperation in South-East Asia.

For Russia the development of economic relations with the

countries of the region is the main priority [8]. Transit cargo

transportation from China through North Korea and Russian

Primorsky Region across the transport routes “Primorye” contribute

to more intense and active cooperation of the Russian Federation with

North-East Asian economics. Asian business, in its turn, may have an

interest to use the territory of Primorsky region because of favorable

taxes and simplified custom regime for the placement of processing

and assembly productions and for transit transportation of

manufactured goods through Russia to European markets [4]. In

addition, Russia can produce here ecologically pure food and water,

rice, beans, sugar and other components for traditional Asian food

and ethnical dishes.

Tourism

In future the tourism is expected to play an important role in

Vladivostok development. Since 2014 the tourism from abroad is

being steadily increased, and the forecasts show that this trend will

remain unchanged in the next few years [11]. The phenomenon is

based on the decrease of the ruble exchange rate in comparison with

the main world currencies and is associated with many significant

events in Primorye, such as Eastern Economic Forum. According to

statistics, foreign visitors mainly come to Vladivostok from China,

Japan and South Korea. All of them have their own preferences and

common objects of interests. Among these common objects is the sea

landscape of the city.

For example, the Japanese tourists prefer to look over

monuments, historical places and especially constructions of

Vladivostok fortress. The reason lies in the past. At the beginning of

20th

century the fortress covered Vladivostok from the Japanese

invasion during Russian-Japanese war 1904-1905. The Koreans are

used to visit historical places connected with the life of Koreans in

Primorye region, the Chinese like to look over shops, objects of the

Communist past and simple waking across the city center. Whatever

the case, all visitors strive to remain their own memories about

maritime city. Whatever the case, all visitors strive to remain their

own memories about maritime city/ Thus, Vladivostok image today

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obtains new essense and content displaying the city as the growing

tourist center of the region.

***

Therefore, generally speaking, today Vladivostok has a serious

image potential as the biggest marine Russian city in Asia. It is

important that in 2018 Russian president Vladimir Putin has approved

the status of Vladivostok (and this has underlined its image

significance) as the capital of Russian Far-Eastern federal district

instead of Khabarovsk. One of the reasons for such step is to use

Vladivostok as the Russian gate to the economic cooperation in Asia.

For that it would be necessary to solve some problems in the

city’s information perception. Today many foreigners do not know a

lot of facts about marine city’s history. Disclosure of such details will

help to develop Russian international cooperation in Asia-Pacific.

Thus, we can say that the development of Vladivostok image as

a marine city should be based on the following main principles:

- Distribution of knowledge about historical past of

Vladivostok. Such peculiarities as ports, Vladivostok fortress,

monuments and their history should be known to all citizens of

Russia and to all guests from foreign countries;

- Designation of marine details of city environment;

- Appealing to “soft power” opportunities in Vladivostok image

creation (maritime education and art, ship repair and navigation

experience, history of life of famous shipmasters etc.)

- Implementation of modern-based business operations with

Asian countries taking into account Vladivostok possibilities in port

logistic, cargo transportation etc.;

- Development of coastal marine tourism, for example trips

around nearby islands. The tourists and business visitors should see

historical and modern sightseeing places in order to understand much

better the image of Vladivostok as Russia’s marine outpost in the Far

East.

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REFERENCES

1. “The eastern vector of Russia’s foreign policy” //

«Восточный вектор внешней политики России», URL: http://mir-

politika.ru/3512-arkticheskaya-politika-rossii-starye-oshibki-i-novye-

vozmozhnosti.html

2. Krichevsky N. Territories of advanced development:

problems of format // Кричевский Н. Территории опережающего

развития: проблема формата, URL:

http://www.regcomment.ru/articles/territorii-operezhayushchego-

razvitiya-problema-formata/

3. “How to return the population to the Far East”,

“Russian information: news, policy, events // «Как вернуть

население на Дальний Восток», «Русские вести: новости,

политика, события», URL:

http://russkievesti.ru/novosti/ekonomika/kak-vernut-naselenie-na-

dalnij-vostok.html

4. “Local patriotism is inherent in the population of

Russia’s European part and the Far East” // «Местный патриотизм в

большей степени присущ жителям европейской части и Дальнего

Востока России», НАФИ, URL: https://nafi.ru/analytics/mestnyy-

patriotizm-v-bolshey-stepeni-prisushch-zhitelyam-evropeyskoy-

chasti-i-dalnego-vostoka-rossii/

5. “Turn to the East for Russia’s future // «Поворот на

Восток» ради будущего России», URL:

http://www.pravda.ru/districts/fareast/19-07-2015/1267415-levintal-0/

6. “Problems of strengthening security in Asia-Pacific” //

«Проблемы укрепления безопасности в АТР», URL:

http://idetperformance.com/sovremennye-mezhdunarodnye-

otnosheniya/671-problemy-ukrepleniya-bezopasnosti-v-atr.html

7. Samoylenko P.Yu. “Russia’s strategic interests in Asia-

Pacific region: synergetic, information and image factors in military

and economic policy”, “Oykumena – regional researches”, 2014, №2

// Самойленко П.Ю. «Стратегические интересы России в АТР:

синергетический и информационно-имиджевый факторы в

вопросах военной и экономической политики», «Ойкумена –

регионоведческие исследования», 2014, №2

8. “Investment climate improvement on Russia”, Agency

of Strategic Initiatives (ASI) // «Улучшение инвестиционного

http://mir-politika.ru/3512-arkticheskaya-politika-rossii-starye-oshibki-i-novye-vozmozhnosti.html



http://www.regcomment.ru/articles/territorii-operezhayushchego-razvitiya-problema-formata/

http://www.regcomment.ru/articles/territorii-operezhayushchego-razvitiya-problema-formata/

13

климата в России», Агентство стратегических инициатив (АСИ),

URL: http://asi.ru/investclimate/.

9. Frolov I.E. “Development of Russia’s Arctic zone:

problems of recreation of transport and military infrastructure” //

Фролов И.Э. «Освоение российской зоны Арктики: проблемы

воссоздания транспортной и военной инфраструктур», URL:

http://institutiones.com/general/2792-osvoenie-rossiiskoi-zony-

arktiki.html

10. Discover Vladivostok, URL:

http://vladivostok.travel/en/todo/

14

THE PLACE OF NORTH KOREAN PORT

RASON IN THE LOGISTIC SCHEME

OF THE SOUTHERN PRIMORYE AND THE

FAR EAST

Nikolai I. Pereslavtsev

Admiral Nevelskoy Maritime State University, Vladivostok

Abstract: North Korean port Rason, which is situated not far

from the borders of the Russian Federation, China and North Korea,

for a long time attracts neighbors’ attention due to its location and

economic possibilities as well as because of the aggravations of the

military-political situation on the Korean Peninsula and around it.

Russia and China keep this area under constant attention with

the purpose to strengthen political influence for providing national

interests through the expansion of the economic activities. Moreover,

the main Chinese efforts are aimed at monopolization of Rason’s

commodity and raw material market and to a lesser extent at

transport prospects, the Russians, at the same time, are focused on

logistical aspects.

Back in 2013 the railroad Khasan-Rason, reconstructed by the

joint efforts of the Russians and the North Koreans, has been put

under operation, the large investments have been put into

modernization of the port piers and infrastructure. Plans for the use

of Rason were given great importance. Now there has come time to

conduct an objective analysis and basing on it to make some

conclusions.

To what extent the expectations have been met? Due to what

reasons part of them have not come true? What should be done for

correction of situation, which directions as well as political and

economic measures are the most efficient for using Rason in near

future?

The author considers well-known facts for analyzing and

making conclusions which answer the above mentioned questions and

develop the moments resulting from them.

Keywords: Rason, Korean Peninsula, logistics, port piers,

efficiency

15

1. Short historical review

In 1987, the maximum trade volume between the Soviet Union

and the DPRK was about 2 billion dollars [3] (now, for comparison,

this figure is about 50 times less), and at the same year about 4.8

million tons of cargo crossed the border through the border point

Khasan [18]. Part of these goods, mainly bulk and liquid ones,

passed in both directions through Rason (which was then better

known by the name of one of the present components as "Rajin").

In Rason the office of “Far Eastern Shipping Company”

(FESCO) worked, Soviet ships were bunkered with fuel.Further on,

the offices of other commercial companies from Russia began to

emerge. They were visiting the market, studied the situation, tried to

conduct with the North Koreans a joint business in fishing, fish

processing, shipbuilding, but after a while got disappointed and quit.

As for the North Koreans, they used different variants of

cooperation, depending on the changing situation. Nevertheless, their

general focus as the complex of preferential measures to attract

investments in a separate administrative unit with simplified business

rules remained the same. There have been adopted (although, without

definite effect) about 50 various laws and legislations about TEZ’

development. According to the last complex plan of 2015, it would

include 9 so-called “technological parks”, created for different

industries: from woodworking and agricultural production to

consumer electronics [6].

2. About potential and problems

The Order of the Government of the Russian Federation of

22.11.2008 approved "Transport strategy of the Russian Federation

for the period up to 2030», in which the Supreme authorities have

formulated the tasks of investing considerable finance for the

transport infrastructure’s reconstruction, especially in the Far East.

Approximately from about the same time the Russian state-owned

company JSC "Russian Railways" begins practical work on

modernization of the railway tracks from Khasan to Rason.

Up to 2013 (when the objects have been put under operation)

the amount of expenses reached nearly 300 million dollars [25] or, at

the then exchange rate, about 10 billion rubles. After reconstruction

16

the total capacity of the Russian complex in Rason (Pier №3, storage

areas, conveyor lines, industrial constructions and office buildings) is

estimated as 4-5 million tons per year.

It is clear that for the working efficiency all this complex needs

to be maintained in normal technical condition, which again requires

costs. Therefore, it is desirable that the port terminal ought to be

functioned in active mode and the transport traffic in both directions

should be stable and regular. In addition, if the goods go through the

port, the railway also will be working in full capacity.

What about the cargo base for Rason? Originally it was planned

to launch container shipping from South Korea (maximum in future

up to 400 thousand 20-foot containers (TEU) per year [25] and a total

volume of up to 5 million tons per year.

However, it was soon discovered that the hopes for South

Korean container flow could not come true. When it became clear

that there would be no container flows, it has been decided to

repurpose the port and the railroad for bulk cargo, primarily coal,

according to the demands of the regional market. It was being

assumed that coal from Russian coal suppliers in Siberia would be

sent through Rason to the customers in Asia-Pacific Region.

In 2014-2015 there took place several transit deliveries of pilot

coal batches to the Republic of Korea and South China after which

South Korean consignees, represented by POSCO, Hyundai Merchant

Marine and Korail directly said that they had agreed in response to

government pressure and promises of support. What can be added if

the cost of supplies through Rason was 6-8 dollars per ton higher than

through the ports of Russian Primorye region. That is, the final price

of the goods turned out to be higher for the consumer, which, of

course, did not cause much of enthusiasm among South Korean

businessmen [25].

Thus, the volume of the first three batches of Kuzbass coal was

slightly more than 200 thousand tons. In 2017 Rasonkontrans

shipped to southern China nearly 2 million tons whereas the total

capacity of the Russian port complex in Rason is about 5 million tons.

For comparison: only one South Korean company POSCO imports

about 2 million tons from Russia through Primorye annually for its

steel production facilities in ROK [25].

17

In other words, the Rason project now looks like this: Russia

has publicly demonstrated her positions and readiness to help the

North Koreans, has ensured the possibility of permanent presence in

the strategically important area of the Korean Peninsula adjacent to its

borders.

Now the following question arises: what to do next? What is the

economic benefit from the project’s implementation? May Rason and

South Primorye ports complement each other or will they compete for

a customer cargo base?

Almost immediately there have risen problems that demand

detailed study and discussion. The shipper, and therefore a potential

investor, will really come to the Trans-Korean projects only when at

least approximate ways of solving these problems are found.

Regarding the railway the questions are as follows:

1. If we speak about railway transportation of goods

directly from Busan to Europe

a) how to ensure the fast and safe passage of cargo trains

through the DPRK. The quality of North Korean railroads (which are

in a poor technical condition and 50-70% of them are not electrified

yet) is widely known;

b) how to reduce the time spent on transshipment of goods

due to the difference in the width of the railway tracks in Korea and

in Russia. On the border the containers need to be unloaded, then

moved to other railcars, with Russian wheel pairs. Or these wheel

pairs should be replaced on initial Korean railcars. You can automate

this process, but, again, you should take care of it in advance.

As it is known, from Khasan to Rason there has been

constructed the railway track of Russian width, that solves the

problem with railcars, but does not eliminate the need for automation

and modernization of goods transshipment in the port from the ships

to the railway transport;

2. How to provide the maximum possible loading for the

transcontinental route;

3. How to reduce bureaucratic difficulties regarding

customs clearance. South Koreans, for example, complain about the

need to translate the relevant documents into Russian, although

English can be left as the main language for this purpose;

4. How to ensure the "reverse" loading of the rolling

stock, so that the railcars do not return from their destination empty,

18

which is expensive for both the consignor and the carrier. Speaking

about commercial deductions and profit it is expedient that the

transport route should work in both directions;

3. About development directions

The definition of development directions is based on the

reduction of the final cost of goods for the consumer. This cost can be

reduced by ensuring fast and high-quality delivery of goods, which

means a large-scale modernization of the railway transport

infrastructure.

But how the cargo turnover towards the Korean Peninsula is

planned to be increased?

Russian port complex in Rason operates due to the coal

supplies. It would be logical to assume that significant preferences

will be given to exporters and cargo carriers in order to attract them to

this direction. Meanwhile, the decisions of the “Russian railways” on

reduction in 2019 of tariffs within the “tariff corridor” don't apply to

the coal supplies in direction of the Korean Peninsula. How then the

consignors should increase the volume of their supplies remains

unclear. Taking into account the quality of railway infrastructure in

certain areas, for example in the Khasan district, the same coal will be

more profitable to carry anywhere, but not through Rason.

Now, as for competition of Rason with the ports of Southern

Primorye and the Far East, in other words, in which direction the

suppliers will transport their export coal. Large coal companies

mostly use their own port infrastructure and will prefer to do so

further on. So they are likely to send their production to the ports of

Promorye region, which they rely on [7].

Currently in Primorye there are two major coal port projects in

the process of implementation: "Seaport Sukhodol" and "Port Vera".

The capacity of each reaches a final maximum volume of up to 20

million tons [17, 19].

The biggest transshipment point of coal products in Primorye

region at the moment, Port Vostochny, has processed 24.2 million

tons of coal in 2018 [1] and plans to increase further this volume due

to the reconstruction of the coal loading complex. The Port of Posyet

in 2018 has processed 5.3 million tons of coal [23].

19

Thus, even comparing with Posyet, the cargo volumes which

pass through Rason look small, and they can hardly be called a

significant threat for the loading of Primorye ports. The excess of

transshipment capacities does not threaten them, on the contrary, the

schedule of their involvement suggests that they are at the limit of

their capabilities [2]. That is why the port and transport infrastructure

is being modernized and optimized, with special attention to the

"bottlenecks" on the approaches to the largest points of accumulation

and further transporting of goods [11].

At present, the institutions of “Rasonkontrans” in the DPRK

include 50 Russians and 130 North Koreans [27]. After 2014 the

volume of state subsidies to the enterprise has been reduced to the

minimum, but the personnel team manages to keep the budget with a

positive balance and even a surplus by optimizing costs and

additional sources of income, basing on a competent pricing policy

and work with customers.

Nevertheless, by and large, there comes a feeling that no one

(except Russia and North Korea) considers the Rason project as

actual and necessary. This approach needs to be changed. What can

be done for this?

First of all, the efforts should be focused on providing a cargo

base for the port of Rason. For that purpose:

- taking into account the similarity of system structures, to work

out at all levels with the North Koreans and the Chinese the issues of

interaction between the "Free Port of Vladivostok", the Trade and

Economic zone "Rason" and the special zone "Hunchun", including

connection to international transport corridors, mutually beneficial

distribution of export-import cargo flows, use of each other's markets

for sales of products, involvement and exchange of labor, functioning

of modern means of communication. In addition, maybe there has

come time, basing on agreements with neighbors, to make customs

and border restrictions as simple as possible

- in coordination with China to put before the UN the question

of lifting from the DPRK at least some economic sanctions imposed

earlier through the Security Council.

As it is known, the steps in this direction are being taken since

the second half of 2018. Russia, China and South Korea propose to

lift part of sanctions due to humanitarian reasons to encourage the

20

North Korean economy and further measures to denuclearize the

region [10].

- to interest Korean and Asian consignors, explaining to them

the advantages of the land route to Europe from the standpoint of its

efficiency and commercial benefits, the characteristics of the Far

Eastern ports and their prospects, etc.

Moreover, it requires a strong evidence base, calculated for

long-term, regular work, and not for just a one-time demonstration

supply of goods. The assistance for developing such base may be

received from scientific experts and specialists who work in different

national and joint research centers;

- to reduce the costs of the cargo delivery to the consumer laid

in its final price in order to inspire Russian and foreign business and

increase the competitive ability of export goods.

It is necessary to pay attention to the real and soonest

implementation of state programs for the renovation of railway

infrastructure, increase of its capacity, automation of production

operations used for delivery and processing of goods. Particular

attention should be paid to the most problematic areas, such as

Baranovsky-Khasan.

Of course, all these above mentioned measures can't be

implemented immediately and in a very short time, and their most

optimal solutions require careful preliminary study. But without these

solutions the Rason project will remain in the history as another

object in which Russia at first made investments but then forgot about

it. It is time to change this situation and to give Rason new prospects

of development for the benefit of not only Russia but all interested

partners in international community in Asia-Pacific region.

REFERENCES:

1. « Восточный порт увеличил в 2018 году объем

перевалки угля на 4,3%», ИА Regnum, 21.02.2019 // “Port

Vostochny increased the volume of coal transshipment by 4/3% in

2018”, Regnum IA, 21.02.2019, URL:

https://regnum.ru/news/2550586.html

2. «ВРИО губернатора региона пояснил, что уже идет

строительство порта Веры, Суходола…», 13.09.2018 // “Acting

21

governor told about the construction of ports Vera and Sukhodol…”,

13.09.2019, URL: https://tass.ru/vef-2018/articles/5559839

3. «Г.Д. Толорая. Северная Корея: новые

возможности сотрудничества», 17.02.2009 //”G.D.Toloraya. North

Korea: new prospects for cooperation”, 17.02.2009, URL:

http://world.lib.ru/k/kim/_o_i/a9621.shtml

4. «Грузооборот ВМТП за 9 месяцев 2018 г. вырос на

40% - до более 7,7 млн. тонн», “Portnews”, 04.10.2018 // “The

cargo turnover of Vladivostok trade port increased during 9 months of

2018 by 40%, to more than 7.7. million ton”, 04.10.2018, URL:

http://portnews.ru/news/print/265499...

5. «Грузооборот угольного терминала в приморском

порту Посьет увеличат до 7 млн. тонн», «Primamedia”, 13.02.2014

// “The cargo turnover of the coal terminal in the port Posyet will be

increased to 7 million ton”, 13.02.2014, URL:

https://primamedia.ru/news/336063

6. «КНДР представила новый план развития

экономической зоны Расон», 18.11.2015 // “The DPRK has

presented a new plan for the development of the Rason economic

zone”, 18.11.2015, URL:

https://hanber.livejournal.com/4029156.html

7. «Корейцам перепадет дальневосточного угля»,

«Коммерсант-Иркутск», 23.07.2014 // “The Koreans will get Far

Eastern coal”, 23.07.2014, URL:

https://www.kommersant.ru/doc/2530722

8. «Корейцы и японцы поняли преимущества

Транссиба и готовы его осваивать», ИА Regnum, 19.08.2018 //

“The Koreans and the Japanese have realized the advantages of

Trans-Siberian Railway and are ready to develop it”, 19.08.2018,

URL: https://regnum.ru/news/2467002.html

9. «Насон», «Википедия» // Nason, Wikipedia, URL:

https://ru.wikipedia.org/wiki/Насон

10. «Небензя предложил частичное снятие санкций с

КНДР в целях поощрения», “Russia Today”, 20.02.2019 //

“Nebenzya proposed to lift part of anti-North Korean sanctions with

the aim of encouragement”, 20.02.2019, URL:

https://russian.rt.com/world/news/604382-nebenzya-snyatie-sankcii...

11. «Нелегкий груз. Пойдет ли развитие

дальневосточных портов по инновационному пути», «Российская

22

газета», 26.02.2015 // “A difficult burden. Will the development of

the Far Eastern ports go in an innovative direction”, 26.02.2015,

URL: http://www.rg.ru/2015/02/26/reg-dfo/port.html

12. «ОАО «РЖД» снизит тарифы на экспортные

перевозки дизельного топлива, мазута черных металлов и

зерновых грузов», 17.12.2018 // “Russian railways” will decrease

the tariffs for export transportation of diesel fuel, ferrous metals and

grain cargoes, 17.12.2018, URL: https://www.gudok.ru/news/?

ID=1446941

13. «Портовые миражи», «Золотой Рог», 05.12.2017 //

“Phantoms in the ports”, 05.12.2017, URL:

http://www.zrpress.ru/business/primorje_05.12.2017_86852_portovy

e-mirazhi.html?

14. «Порты Дальнего Востока предстоит сделать

максимально привлекательными для экспортеров угля»,

«Объединение строительных организаций транспортного

комплекса», 14.09.2018 // “Far Eastern ports should be maximally

attractive for coal exporters”, 14.09.2018, URL:

http://osotk.com/novosti_partnerov/2018_09_14_porty_dalnego_vo...

15. «Порты Приморья нарастили грузооборот»,

«Администрация Приморского края», 09.10.2018 // “The ports of

the Primorye region have increased the volume of cargo turnover”,

09.10.2018, URL: https://www.primorsky.ru/news/151441

16. «Порты Приморья специализируют по поручению

Трутнева», “Primamedia”, 17.04.2018 // “Specialization of ports in

the Primorye region takes place according to Trutnev’s instruction”,

17.04.2018, URL: https://primamedia.ru/news/686220/

17. «Приморским портам необходима

специализация», «ДВ Капитал», 28.08.2018 // “The ports of the

Primorye region need specialization”, 28.08.2018, URL:

http://dvkapital.ru/dkproject/primorskij-kraj_28.08.2018_12906_p...

18. «Развитие приграничной торговли поможет

расширить номенклатуру перевозимых грузов через

погранпереход Хасан-Туманган (КНДР)», 15.12.2017 //“The

development of border trade will help to expand the list of transported

cargo through the border point Khasan-Tumangan”, 15.12.2017,

URL:

http://rtlltd.com/news/Razvitie_prigranichnoy_torgovli_pomozhet...

23

19. «РЖД собрались получить 25% в проекте порта

Суходол в Приморье», ИА «Интерфакс», 04.09.2018 // “Russian

railways” are planning to get 25% in the project of the Port Sukhodol

in Primorye”, 04.09.2018, URL:

https://www.interfax.ru/business/627789

20. «Тенденции развития портов Приморья. Почему

транспортные успехи Приморья по-прежнему только в планах»,

«Конкурент», 26.07.2018 // “Ways of development of the ports in

the Primorye region”, 26.07.201, URL:

https://www.konkurent.ru/article/19389

21. «Торговля между Россией и КНДР (Северной

Кореей) в 2017 г.», «Внешняя торговля России», 15.02.2018 //

“Trade between Russia and the DPRK (North Korea)”, 15.02.2018,

URL: http://russian-trade.com/reports-and-reviews/2018-

02/torgovlya-m...

22. «Уникальный северокорейский Раджин – сюда

Китай вкладывает 2 млрд. инвестиций», «Primamedia»,

19.01.2011 // “The unique North Korean Rajin – China invests here 2

billion dollars”, 19.01.2011, URL:

https://primamedia.ru/news/144593

23. «Экспортная перевалка угля «Порта Посьет» в

2018 г. снизилась на 10,2% - до 5,30 млн. тонн», «Portnews»,

14.02.2019 // “Export transshipment in the port of Posyet reduced in

2018 by 10,2% - to 5,30 million tons, URL:

http://portnews.ru/news/272320

24. N.I.Pereslavtsev. About the prospects of Russian

participation in the railway freight transit through the Korean

Peninsula, “Asia-Pacific Journal of Marine Science&Education”,

thematic issue “Russian Far East and Korean Peninsula”. – 2015. –

vol.5, no.1., p.5-17

25. И Сонг У «Корейско-российское сотрудничество в

области энергетики, транспорта и логистики»//Сборник статей

«Новые горизонты корейско-российских отношений», Сеул,

2015. с.179-226 // Lee Song Woo. Korean-Russian cooperation in

energetics, transport and logistics//New horizons of Korean-Russian

relations, Seoul, 2015, pp. 179-226

26. «CША: не может быть оправдания

контрабандному провозу северокорейского угля через Россию»

(«Ми Пукхансан соктхан ро кёню мильсучхуль пёнмён ёчжи

24

опта), Radio Free Asia, 26.01.2018 // “USA: the illicit transportation

of North Korean coal through Russia can’t be justified”, 26.01.2018,

URL:

https://www.rfa.org./korean/in_focus/food_international_org/nkcoal...

27. A. Ланьков. «Уроки проекта Рачжин-Хасан»

(«Наджин-Хасан проджект кёхун»), «Мэиль Кёнчжэ», 15.01.2019

// A.Lankov. “The results of the project Rajin-Khasan”, 15.01.2019,

URL: http://m.mk.co.kr/news/opinion/2019/28631#mkmain

25

METHOD OF UNITIZED GOODS’ STACK

FORMATION AND SECURING ON DECK

Nikolai M. Anosov


Tatyana E.Malikova


Alexei Yu. Strelkov


Abstract: The paper covers the issues of safe transportation of

deck cargoes liable to shifting. In particular, an option of

transporting unitized goods using the method of securing packages

together in each tier of the stack using special devices - three-

dimensional type shoes is being considered. These devices initially,

even before the operation of loading onto the ship, are used to form

and fix packages, and then during loading of packages onto the deck

and hatch covers serve to form enlarged cargo units – tiers of the

stack.

Keywords: securing technology, unitized goods, stack of sawn

timber, goods shifting control

Unitized sawn timber is one of the leading cargoes of both sea

and river transport [1, 2]. Their liability to shift during transportation

requires the carrier to have special knowledge and extensive

experience in solving problems related to the implementation of

technological operations during loading and unloading, as well as

during the transportation by water transport itself [3] - [7].

Unitized goods disposition plans for the upper deck are

developed taking into account permissible specific loads on hatch

covers, reduced stability due to increased sailage, density of deck

storage block stowage, water ingress and stack icing [8] - [12].

In order to increase labor productivity, reduce transportation

costs and increase the cargo capacity of vessels carrying timber cargo,

various securing technologies are used in maritime practice to

increase the weight of the deck storage block, as well as to use

unitized and bunch-of-packages supply of products of the timber

industry complex [13, 14]. The main assumptions in the development

of modern technologies is the cargoes shifting adjustment

26

displacement using specialized devices for fixing cargo inside the

package itself, ensuring the preservation of its rectangular cross-

section [15] and that of each package in the deck storage block.

As a specialized device for fixing the goods the proposed

method uses special three-dimensional type shoes (Fig. 1). These are

designed to form and fix packages using fastening tapes. The use of

this device eliminates the timber shifting inside the package during

loading and unloading operations in the port [14], the shifting or

dropping of packages out from the stack, i.e., its dangerous

destruction, and contributes to maintaining the stable state of the

stack during its transportation by water transport.

The method of forming and fixing the stack on deck and hatch

covers of the vessel includes the following operations: forming

packages on a separate platform; loading packages on the vehicle;

forming from separate packages of tiers of enlarged cargo units on the

deck of the vessel; fastening of the formed tiers; belaying the

lashings; storage of fixing shoes.

To secure a stack of unitized cargo on deck of the vessel and

hatch covers with fixing shoes, loading should be performed in a

certain sequence in two stages. In this case, the operation of fixing

timber inside each individual package must be done before loading

the ship. This operation is performed at a separate site by means of

three-dimensional metal locking shoes of type 2 and fastening tapes 4

(Fig. 2). The sequence of actions and the result obtained at this stage

was published in a previous paper [15].

Fig. 1. Fixing three-dimensional

metal shoe

27

Fig. 2. Forming a package of

rectangular base using fixing

shoes – package width section

At the first stage, wooden dunnage is laid onto the hatch cover

of the vessel and, using a crane, the formed packages are placed on

the dunnage closely to each other (Fig. 3, a) along the vessel’s

centerline over the entire area of the hatch cover. In this case, the

fixing shoes located at the corners of each of the packages must be in

contact with each other with their walls (Fig. 3, b).

Fig. 3 Formation and securing the packages’ first tier on the hatch

covers

Having stowed the packages the operations of securing them

together is commenced, thus making up an enlarged cargo unit - the

first tier. To have this done the fastening tape 4 is horizontally

belayed to the inner windows of 8 vertical walls 3, as well as between

the upper windows 7 of vertical walls of the upper row of all the

neighboring adjacent shoes 2 (Fig. 3, b). The tapes are tightly

fastened with clips using special devices. Thus all the packages in the

first tier are secured together. Next, the first tier is fastened to the

79 4 7

2

6

1

6

8

10

9

7

10

а) b)

28

deck of the vessel by lashings from both external ends in the usual

way. Having done that, the first stage of forming and fixing the stack

on the hatch cover is completed and the second stage is proceeded to. In a similar way, packages of the second and subsequent tiers of

the stack are formed and fixed to each other on the first tier of the hatch

cover, performing the second stage, using the longitudinal, transverse,

or longitudinal and transverse method of stacking packages in tiers.

The last tier of the package is laid alongside the vessel, which helps

reduce the overturning moment of the load during rolling. As a result,

they form a fully formed stack of rectangular bunches on the hatch

cover of the vessel, for example, consisting of four tiers (Fig. 4).

Having done that the second stage of the stack is completed. Further, in

this second stage, the stack is fixed to the deck 13 of the vessel; to have

this done, it is hauled taut by the timber with transverse lashing 12 with

the help of tightening screws 14.

Fig. 4 Stack of rectangular-shaped packages on the vessel’s hatch

cover, consisting of four tiers

When forming a deck cargo storage block athwartships (Fig. 5),

wooden dunnage is laid before loading the packages 1 onto the vessel

on deck 13 and the hatch cover 11 of the vessel. Packages are stowed

on the dunnage with the help of a crane on the deck between the

bulwark 15 and the coamings of the hold 17 tightly to each other to

the level of the hatch cover, thereby leveling the surface of the stack base (Fig. 5). Further formation and fastening of the stack is

2

11

7

4

1

2

1715

13

29

performed similarly to the formation and fastening of the stack on

hatch covers.

Fig. 5 Stack of rectangular-shaped packages on the vessel’s deck

Therefore, the proposed technology uses a new approach to

the task of securing a sawn timber pile on the deck of a ship. The

proposed plan of securing due to the combination of tightening

means and fixing shoes ensures reliable, safe fastening of the stack

of unitized materials, eliminates a significant amount of hard

physical labor when servicing the means of fastening the stack when

at sea.

REFERENCES

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Сборник трудов, Российский научный фонд, Институт

машиноведения им. А.А. Благонравова РАН; Под редакцией В.К.

Асташева, В.Л. Крупенина, Г.Я. Пановко, К.Б. Саламандра, 2016,

c. 28-34

6. Malikova T.E. “The Study of technological safety’s

providing system in the sea vessels by the methods of catastrophe

theory / T.E.Malikova, M.A.Moskalenko, “Transport scientific

problems in Siberia and the Far East”, 2014, №3, p.94-97 //

Маликова Т. Е. Исследование системы обеспечения

технологической безопасности морских судов методами теории

катастроф / Т.Е. Маликова, М.А. Москаленко, «Научные

проблемы транспорта Сибири и Дальнего Востока», 2014, № 3, c.

94–97

31

7. Malikova T.E. Application of catastrophe theory for

classification of variants of the loss of ship’s stability in case of

goods’ shifting / T.E. Malikova, “Bulletin of Admiral Makarov State

University of marine and river fleet, 2014, №3 (25), p.15-19 //

Маликова Т. Е. Применение теории катастроф для

классификации сценариев потери остойчивости судна при

смещении груза / Т. Е. Маликова, «Вестник государственного

университета морского и речного флота им. адмирала С.О.

Макарова», 2014, № 3 (25), c. 15–19

8. Ovchinnikov M.M. Improvement of timber loading

technology in Russian “timber ports” / M.M. Ovchinnikov, V.V.

Levoshkin, “News of Saint-Petersburg Forest Engineering Academy,

2006, № 117, p.30-35 // Овчинников М.М. Совершенствование

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Петербургской лесотехнической академии», 2006, № 117, c. 30-

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9. Anosov N.M. Mathematic model of the system’s dynamics

study: “vessel – enlarged cargo unit – timber stack” / N.M. Anosov,

T.E.Malikova, “Maritime bulletin”, 2012, №3, p.97-98 // Аносов Н.

М. Математическая модель исследования динамики системы:

«судно – укрупненная грузовая единица – штабель

пиломатериала» / Н.М. Аносов, Т. Е. Маликова, «Морской

вестник», 2012, № 3, c. 97-98

10. Nosov V.P. Ensuring the security of timber transportation /

V.P.Nosov, A.S.Domnin, E.S. Kadnikova, V.N.Popov, “Transport

scientific problems in Siberia and the Far East”, 2018, №1, p.22-27 //

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В.П. Носов, А.С. Домнин, Е.С. Кадникова, В.Н. Попов,

«Научные проблемы транспорта Сибири и Дальнего Востока»,

2018, № 1, c. 22–27

11. Malikova T.E. Application of the graph theory in the

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liable to shifting – special unit” / T.E.Malikova, “Transport scientific

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Маликова Т. Е. Использование теории графов при разработке

математических моделей систем «смещающийся груз –

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транспорта Сибири и Дальнего Востока», 2012, № 2, c. 39–42

32

12. Malikova T.E. Theoretical model of the goods liable to

shifting with the discreet “thrust-free” structure / T.E.Malikova,

“Transport scientific problems in Siberia and the Far East”, 2013,

№2, p.138-140 // Маликова Т. Е. Теоретическая модель

смещающихся грузов с дискретной безраспорной структурой / Т.

Е. Маликова // Научные проблемы транспорта Сибири и

Дальнего Востока, 2013, № 2, c. 138–140

13. Gagarsky E.A. To revive modern package and block-

package technologies of timber goods transportation / E.A.Gagarsky,

S.A.Kirichenko, A.I.Zaboyev, “Bulletin of transport information”,

2014, №9 (231), p.3-10 // Гагарский Э. А. Возродить

прогрессивные пакетные и блок - пакетные технологии доставки

лесопродукции / Э. А. Гагарский, С. А. Кириченко, А. И. Забоев,

«Бюллетень транспортной информации», 2014, № 9 (231), c. 3–10

14. Anosov N.M. Block-package method of the timber goods’

loading on the ship’s deck / N.M. Anosov, T.E.Malikova,

A.Yu.Strelkov, “Bulletin of Volga State Academy of Water

Transport”, 2018, №54, p.129-133 // Аносов Н. М. Блок-пакетный

способ погрузки пиломатериалов на палубу судна / Н.М. Аносов,

Т. Е. Маликова, А.Ю. Стрелков, «Вестник Волжской

государственной академии водного транспорта», 2018, № 54, c.

129–133

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the timber goods’ rectangular-shaped packages / T.E. Malikova,

N.M.Anosov, “Exploitation of maritime transport”, 2017, №1 (82),

p.58-61 // Маликова Т. Е. Совершенствование способа

формирования пакета пиломатериалов с прямоугольным

сечением / Т. Е. Маликова, Н.М. Аносов, «Эксплуатация

морского транспорта», 2017, № 1(82), c. 58–61

33

DEVELOPMENT OF THE SERVICE E-PLATFORM

FOR LOGISTICS OF THE SHIPPING CONTAINERS

WEIGHT

Ivan B.Druz


Mikhail A.Moskalenko


Vladislav M.Moskalenko


Abstract: Most of the goods in the world trade are transported

today by sea in containers. Therefore, the container is one of the main

elements which are needed for creating ship and port e-technologies.

Besides, taking into account the development of new highly

automated vessels such as MASS (Maritime Autonomous Surface

Ships), the balance of "smart ports" and ships will be achieved,

primarily, through interaction based on digital e-technologies.

The aim of this work is to develop an algorithm for digital

transformation of unmanned operations with the maritime containers.

Keywords: e-technology, logistics, weight, maritime container,

identifier

Autonomous technologies are the future of the world trade

system. It is expected that by 2025 the first remotely operated "local"

vessels will be introduced, and fully autonomous vessels will start to

operate by 2035 [1].

Thomas Wilhelmsen – executive director of the largest

Norwegian company “Wilhelmsen Shipping Services” believes that

the shipowners who are not engaged in digitalization of business

activities will not stand the market competition [2].

Today more than 90% of expensive cargo in the world trade is

transported by sea routes. Most of it is sent in containers, their total

number in operation approaches to 400 million (in 20 feet

equivalent). Сontainer, as the main element of the material flow of

supplies in the logistic scheme of world trade, acts as a universal

measure of the balance of ports and ships in the marine industry. In

view of the development of e-technologies and cost optimization, due

34

to the scale effect, the growth of seaports is rapidly increased as well

as the size of container ships. The scales of the process are such that

is has already been necessary to reconstruct the Panama Canal and the

Suez Canal in order to provide the passage of large-tonnage vessels.

In the end of July last year, China began construction of the first two

largest in the world container ships, class "Heracles", with a capacity

of more than 23,000 TEU [3].

New e-technologies should lead to a significant reduction of the

operating costs in the marine industry. Cost optimization causes the

creation of such systems as "smart port", "smart container" and

"Maritime Autonomous Surface Ships" (MASS).

The main criterion in this case is the processing speed: the less

time the container stays within the port, the "smarter" is the port

comparing with competitors. With this approach, it is possible to

maintain a balance of material flow of cargo between the port and the

ship only on the basis of modern e-technologies.

Today, the industry does not have universal technologies based

on common digital standards (or unified digital equipment).

As a rule, there are used "closed" services for monitoring, e-

navigation and warehouse logistics of containers. For example, the

Swiss company "Mediterranean Shipping Company" (MSC) plans to

equip 50 000 containers with "smart" technology" of company

"Traxens" for monitoring the route of traffic in real time [4]. Part of

the Japanese shipping group Mitsui OSK Lines (MOL) has already

successfully tested its new service for remote monitoring of container

movement [4].

However, the international security requirements introduce

limitations in the system of cargo delivery by sea.

For example, since July 1, 2016, according to the amendments to

the 1974 SOLAS Convention and Resolution IMO MSC.380 (94),

loaded containers in the process of sea transportation should have a

confirmation of the verified gross weight "VGM" (Certificate of

verified gross mass of container). The certificate is issued, as a rule,

on paper.

The introduction of this rule has required the implementation of

logistics operations with maritime containers, intermediate weighing

in ports before loading on the ship, which increased the processing

time and greatly regulated the industry

35

Fig.1. RFID (Radio Frequency Identification) technologies for

determining the way of a loaded container in the logistics supply chain

The cost optimization and time management in a modified

logistics system required digitalization of the data about the weight of

loaded containers. This weight should comply with the safe plan of

ship’s loading and rotation of the ports.

To solve this problem, we proposed an algorithm for

determining the weight of loaded containers (which excludes the

procedure of intermediate weighing in the port) on the basis of proven

e-technologies of radio frequency identification (RFID). The

proposed "architecture" is easily integrated into the monitoring

schemes of logistics processes (for example, concerning the

dangerous goods and goods in refrigerated containers) for e-

navigation, warehousing and shipping of goods by sea as a part of

international trade (see Fig. 1).

With the development of electronic technologies, the service

platform may be easily integrated into the "Internet of things" and e-

commerce blockchain-transactions.

The system's stability is achieved by the possibility of multiple

overwriting of information with open and closed identification, up to

1 GB.

For example, the British company "Marine transport

36

international" (MTI) [5] proposes to use the record "Public

Blockchain" for all rules of container weighing by creating permanent

logs "VGM" (verified gross mass of container).

The work on the creation of service architecture of “VGM”

platform allowed us to formulate a number of fundamental

methodological comments that can be useful for unmanned e-logistics

of containers:

1. The creation of an information exchange infrastructure for

logistics operations involves the creation of information identifiers

and data blocks, which should be clearly understood by all

participants in the process of the goods’ sea delivery.

The unified requirements for the standard of transmitted

information should be established, at the first stage, by IMO

resolutions, and with the development of electronic commerce -

through the creation of an appropriate Convention (Regulations)

about exchange of digital information in the process of the cargo

maritime transportation. At the same time, there should be developed

a unified standard for the identifiers of the goods, transport means as

well as recording of events (logistical operations and information

exchange);

2. In addition, information about the terms of supplies can be

unified (for example, multi-level transactions based on FTO (foreign

trade operations) features and conditions for paperless trade, on

INCOTERMS (international commercial terms) requirements and the

on the rules of International Chamber of Commerce for documentary

credits [6].

That is, there have been created the identifiers for “smart

contracts” and “smart consignments”.

3. Container IDs (identifiers) should be resistant until the

container’s final utilization.

The basis may consist of open standards on ISO 8402-87 in the

form of bar codes and the global standard GS1 [7], which provide the

open interaction (exchange of information) between all participants of

sea transportation. At the same time there should be used the existing

identifiers such as vessel's IMO number and container's identification

code adopted by BIC (Bureau International des Containers et du

Transport Intermodal). Transportation can be tracked through the

shipment identification number GSIN (Global Shipment

Identification Number);

37

4. The logistics research work based on e-technologies may be

build successfully on the basis of "Petri net" (place/transition (PT) net

- one of several mathematical modeling languages). This will

significantly reduce the risks and transaction costs for the marine

industry in the process of implementation of unmanned technologies.

REFERENCES

1. Hong Kong Shipping Gazette, Sept. 26, 2017

2. The Port Technology International, December 02, 2015

3. China Daily, Sept. 15, 2018

4. Hong Kong Shipping Gazette, Oct. 19, 2018

5. “Smart container, smart port, BIM, Internet of things and

blockchain in the digital system of the world trade”, Yu.V.

Kupriyanovskaya and the others // “Умный контейнер, умный

порт, BIM, Интернет Вещей и блокчейн в цифровой системе

мировой торговли”, Ю. В. Куприяновская и др., International

Journal of Open International Technologies, vol.6, no.3, 2018, c. 49–

93

6. Paperless Trading: How Does It Impact the Trade System?

WEF 2017

7. GS1 Global Traceability Standard GS1’s framework for the

design of interoperable traceability systems for supply chains Release

2.0, ratified, August, 2017

38

STUDY OF THE NEED FOR COASTAL

PASSENGER TRANSPORTATION IN THE FAR

EASTERN REGION

Anastasia A. Velikova


Sergei V.Pesterev


Ekaterina D. Frantsuzova


Abstract: The authors of the article tell about one of the

problems in the transport sector in the Russian Far East, describe the

reasons of the problem, show statistical data on the volume of

container handling in Vladivostok commercial seaport and the

volume of tourist traffic from China to the Russian Far East.

Conditions for the increase of passenger and tourist traffic in the Far

Eastern marine area are proposed. The prospects for implementation

of the “open port regime”in Vladivostok and development of cruise

shipping in the Asia-Pacific region under the conditions of this

regime are considered.

Keywords: inbound tourism, sea passenger transportation,

region, main ports, the dynamics of tourist flow, passenger vessel,

shipbuilding

Today one of the problems in the transport sector in the

Russian Far East is the absence of regular sea passenger

transportation between the coastal regions.

This was cased by the complete sale of the cargo and

passenger fleet, which for a century held a leading position in the

economic and the defense potential of Primorsky region and the city

of Vladivostok.

Pic.1 Passenger terminal in the port of Vladivostok in 1996

39

According to statistical reports, the volume of container

handling in 2017 in Vladivostok commercial seaport increased by

42% compared to 2016. The import volume of cars and special

equipments has risen by 52%, the transshipment of “general cargo”

has increased by 43%. At the same time the number of foreign

tourists (particularly the flow of Chinese tourists under the Russian-

Chinese agreement about visa-free group tourist trips) who visited

Vladivostok has considerably increased. The total tourist flow in

2017 amounted to 3.5 million people, 948 thousand more than in

2015 (+45%). As for inbound tourism it amounted in 2016 to 568

thousand people (+32%).

Experts estimations show that this trend will not change in the

coming years and the flow of cross-border tourism can reach 2

million people a year (while it is known that about 300 million

people live in adjacent regions of Russia's neighbors, within an

hour's flight from Vladivostok [1].

Speaking about the long run we have got a new law on

granting Vladivostok an open port regime with a 7-day stay on an

electronic visa for foreign tourists, a new airport, with the ability to

take large aircrafts with the prospects for increasing the number of

passengers, sea ports, railway transport, regular air flights to China,

Korea, Japan, and in addition: ferry service Vladivostok-Donhe-

Sakaiminato. The marine shipping company “St.Peter Line” which

operates the ships on the lines between Saint-Petersburg and Baltic

countries, considers the prospects for opening the sea passenger and

cargo line: Vladivostok-Busan-Shanghai-Nagasaki-Vladivostok [3].

We propose for consideration several ideas aimed at realization of

tasks set by Russian government in relation to the Far East.

1. International tourist circular cruise “Across the seas

and lands of the Russian Far East” from Vladivostok to the ports of

Olga (Primorsky region), Korsakov (Sakhalin), Kurile islands,

Kamchatka (hot springs and geysers), only in summertime;

2. Cruise “From the winter to the summer”, without

visiting foreign ports: Vladivostok-East China sea-Vladivostok, only

in wintertime;

3. Temporary conditions of the “free port” (Porto-

Franco) regime in Zarubino (Primorsky region) with the further

creating of the “transit corridors” to deliver tourists from the

shipboard to the Chinese border and back (about 20 km)

40

Pic.2. Passenger liner of Far-Eastern shipping company (FESCO)

«Olga Androvskaya» in the Sea of Japan

At the same time we suggest to develop a detailed “Project of

organization of international tourist lines in Far Eastern marine

basin”, to submit to the Russian government the plan of construction

of 3-8 multi-purpose cargo-passenger ships. They may be used:

- for training and working practice of the cadets and the

students of all transport and specialized institutes;

- as auxiliary ships for the Russian Navy and military-supply

structures for the delivery of goods and passengers to the ports and

marine points on the Kurile Islands, in the Arctic etc.

On the initial stage, till tourist and passenger flows increase to

the necessary level these ships might be used on above-mentioned

cruise lines.

Currently, the negative impact of anti-Russian sanctions

continues to grow and increase. They may widen and be distributed

not only to the trade, but also to the transport field. In addition, in

the transport policy of Primirsky region there appeared and became

urgent the task of developing the program for import substitution.

This would serve as a "lever" to solve in the following areas

the problems of the Far Eastern transport and logistic complex: 1. The institution of the “open port” regime (Porto-Franco) in

Vladivostok, Zarubino and other Far Eastern ports,

including Chukotka;

2. Development of the tourism in Siberia and Far Eastern

regions;

3. Completion of construction of two “five-star” hotels in

Vladivostok (it was delayed several times due to the lack of

money);

41

4. Increase of airports as well as railway, river and car

transportation;

5. Increase of the orders’ volume for construction of cargo,

passenger and training ships;

6. Preparation of Far Eastern regions for natural and artificial

emergency situations.

At present time Russia is an only country, which has no

new marine passenger liners in Asia-Pacific region. The last

passenger ship in Russia has been built more than 50 years ago.

In connection with the above Russian Ministry of Transport

informed in October of 2018 that the government had allocated

additional funds (three billion rubles) for the construction of

large cargo and passenger ship.

REFERENCES

1. Pesterev S.V. Project of revival of marine tourist lines

in the Far East as a tool for beginning of structural modernization of

Primorye region’s economy/Materials of the 12th

international

conference “Problems of Far Eastern transport” (October 18-20,

2017), Vladivostok, 2018, p. 95-96 // Пестерев С.В. Проект

возрождения морских туристических линий на Дальневосточном

бассейне как инструмент начала структурной перестройки

экономики Приморского края / Материалы двенадцатой

международной НПК «Проблемы транспорта Дальнего Востока»

(18 – 20 октября 2017 г.), Владивосток, 2018, c. 95-96 2. Vorontsova N.A., Pesterev S.V. “Vladivostok will

have to compete with Singapore and Honcong, “Zolotoy Rog”, №3,

2015, p.4 //Воронцова Н.А., Пестерев С.В. «Владивостоку

предстоит конкурировать с Сингапуром и Гонконгом, газета

«Золотой рог» №3, 2015, с.4

3. St. Peter Line will open the ferry line Vladivostok-

Shangkhai since 2017 // St.Peter Line откроет паромную линию

Владивосток-Шанхай с 2017», URL:

42

http://www.logists.kz/news/view/st-peter-line-otkroet-paromnyu-

liniu-vladivostok-shanhaj-s-2017-goda

4. Pesterev S.V. «MSUN LINE» launching as an

investment tool for APEC summit”/ “Asia-Pacific Journal of Marine

Science & Education”, 2012, No. 1, vol. 2, pp. 93-100

43

PROSPECTS FOR CREATION OF

INTERNATIONAL TRANSPORT CORRIDOR

“PRIMORYE-3” IN VIEW OF THE PROCESS

OF INTER-KOREAN RAPPROCHEMENT

Denis R.Goryachev


Darya S.Mazur


Sergei V.Pesterev Admiral Nevelskoy Maritime State University, Vladivostok

Anastasia M. Smolina


Abstract The article considers trade relations between Russia

and North Korea. The authors discuss the prospects arising from

political and commercial interaction between Russia and North

Korea in general, analyze possible financial profits and other

advantages due to the usage of international transport corridor

“Primorye-3”, for example, increase of the Russian export and the

level of cargo flows with Asia-Pacific region’s countries. Based on

this, the economies of the countries linked by the transport corridor

will also gradually improve.

Keywords: trade relations, transport corridor, the reunification

of South and North Korea, economic development of Primorsky

Region

It is known that Russia is one of the largest exporters of their

energy resources abroad, including East Asia countries (China, South

Korea). In exchange, we receive mainly goods of industrial and high-

technology production.

Due to the periodic tensions on the Korean Peninsula, trade

relations of Russia with the Republic of Korea can be carried out

only by sea. For example, this is how ROK imports oil and

Liquefied Natural Gas (LNG) from Russia.

In this regard, since long ago experts in Russia and South

Korea calculate options for expanding bilateral trade and different

ways of delivering natural resources from Russia to the Korean

Peninsula.

44

As to the land delivery, we are talking, first of all, about the

Trans-Korean railway and its connection with the Trans-Siberian

railway.

Of course, the final implementation of the railway project is

still a long way off, as there are many pending economic and

technical issues. But the process started yet in 2013, when the

reconstructed railroad Rajin-Khasan and the Russian complex in the

port of Rajin have been put into operation by the joint forces of the

DPRK and the Russian Federation.

Russian experts believe that the use of freight traffic from

South Korea can raise the load of Trans-Siberian railway from 50%

to 70%, and thus will reduce the tariffs by 1.5-2 times.

Today the cost of transportation of a standard 20-foot

container (TEU) from Busan to Europe by sea is averagely 3000-

3500 dollars per ton. At the same time the cost of delivery by Trans-

Siberian railway through North Korea would be 1500-2000 dollars

per ton. And if the route begins from Vladivostok the cost of

transportation is 500-1000 dollars.

The implementation of the project would let Russia to gain

considerable financial sums.

The main advantage of land transcontinental route is a velocity

of cargo transportation. The distance from Asia to Europe across

Indian Ocean and Suez Channel can be passed during 35-40 days.

By railway it will take 17-20 days.

As for the route from South Korea to Vladivostok by sea it

will take 2-4 days. But if the railway through North Korea and

Khasan district of Primorye could be reconstructed, it would have

taken only 1-3 days.

Based on the above, we consider it appropriate to create an

international transport corridor "Primorye-3" (Pic.1), with the aim to

direct cargo flows according to the following schemes:

Railroad transportation:

1. Moscow-Pyonguang-Seoul (via Ussuriysk and Khasan) and

back

2. Khasan-Pyongyang-Seoul

3. Vladivostok-Pyongyang-Seoul

Maritime transportation:

Korsakov-Vladivostok/Vostochny/Nakhodka and back.

45

The advantages of international transport corridor “Primorye-3”

include the following points:

1. Optimal delivery price

2. Optimal delivery speed

3. Optimal delivery time

Pict 1. International transport corridor «Primorye-3»

By using the capabilities of North Korean port Rajin in

combination with the “Free Port of Vladivostok” (FPV) Russia will

be able to control and expand international and domestic maritime

transportation volumes. In another scenario, the bulk of the cargo

traffic from Asia to Europe is likely to shift to China, with the result

that Russia will incur losses, according to some estimates, of several

billion dollars.

As for LNG (the consumption of which, according to existing

estimates, will expand in South Korea), a project for the

construction of a land pipeline, through the territory of North Korea,

or a sea pipeline, along the bottom of the Sea of Japan, has

appeared. It is also assumed that within the framework of this

project, an LNG processing plant (contractor is Russian company

“Gazprom”) is also being built near Vladivostok, the final

production from which will be exported not only to Korea, but also

to other Asia-Pacific region countries.

46

The analysis of today’s regional situation shows that ease of

tensions between South and North makes it possible to discuss still

far but, nevertheless, real prospects for implementation of transport

and pipeline projects through Korean Peninsula.

After Russian-North Korean summit in Vladivostok, April 25,

2019, the situation is changing towards reconciliation and

cooperation. If inter-Korean relations improve it is logical to expect

the considerable increase of cargo and passenger transportation

volumes.

Thus, taking into account the fact that shippers from Asia-

Pacific region have a need for fast and comfortable transit routes, as

well as an increase of Russian export volume, it seems appropriate

to carry out the following:

- by agreement with interested neighbors of the Russian

Federation in Northeast Asia to create and begin to use an

international transport corridor "Primorye-3;

- basing on public, private and foreign investments to

implement “Vladivostok LNG” project;

- taking into account the similarity of economic and logistical

systems to coordinate the interaction of the “Free Port of

Vladivostok” (FPV) and special economic zones “Rason” and

“Hunchun”. The final aim – to give every partner chances to gain

profits and to solve strategic and tactical urgent economic tasks of

regional level.

REFERENCES

1. O.A. Pavlenko. The consideration of transit potential

of international corridors Primorye-1 and Primorye-2 // О.А.

Павленко. «Оценка транзитного потенциала междунароных

транспортных коридоров Приморье – 1 и Приморье – 2», URL:

http://vfrta.customs.ru/vfrta/images/stories/journal_2017-

1_07pavlenko.pdf

2. The project of Trans-Korean Railway // «Проект

Транскорейской магистрали», URL:

https://tass.ru/ekonomika/5825758

https://tass.ru/ekonomika/5825758

47

3. The tariffs for container transportation // «Тарифы на

контейнерные перевозки», URL: https://incom-cargo.com/zhd-

perevozki/kontejnernye

4. The import of Russian LNG by South Korea //

«Закупка Южной Кореей российского СПГ», URL:

https://www.vestifinance.ru/articles/106797

5. Prospects for creation of international transport

corridor // «Перспектива создания международного

транспортного коридора», URL:

http://transport.ru/1/5/i31_4088p0.htm

http://transport.ru/1/5/i31_4088p0.htm

48

COMPARATIVE CHARACTERISTICS OF

SORBENTS USED FOR ELIMINATING DARK

AND LIGHT OIL SPILLS

Ekaterina Yu.Kopayeva


Elena A.Pyak


Victoria V. Sluchenkova


Polina P. Zatsepina


Abstract: The purpose of the article is to examine the behavior

of sorbent materials in the elimination of light and dark petroleum

products. The results of laboratory experiments and the results of

calculations of the main characteristics taken into account when

choosing a sorbent, namely oil absorption capacity, moisture

capacity and buoyancy, are presented.

The features of the changes in these characteristics are

analyzed, depending on the type of oil product, and specific

characteristics for each sorbent are highlighted.

Keywords: sorbent, oil absorption capacity, moisture

absorption capacity, dark petroleum products, light petroleum

products.

The intensified transportation of oil and petroleum products by

sea causes the likelihood of an emergency situation and the

occurrence of incidents with oil spill at sea. Thus, the problem of

preventing marine environment pollution from oil spills is acute. Oil

spills in water is a serious environmental catastrophe, the

consequences of which can be extremely destructive. All components

of ecosystems are affected by oil spills.

The frequent spills of petroleum products and resulting

environmental impact necessitated the search for effective measures

to clean the sea from pollution. The modern market for oil spill

response services offers various means and assets. The sorption

purification is one of these.

49

By now, a lot of experience has been gained in preventing and

eliminating oil spills caused by various types of oil products. Mineral

and natural organic sorbents have proven themselves effective for

eliminating spills of hydrocarbons, especially heavy ones. These

include thermally split graphite sorbent - STRG, peat sorbent – NST,

which are characterized by the absorption process by coating their

surfaces. Another sorbent type is Biomatrix, which is characterized

by a diffusion absorption process with its entire volume.

The main purpose of this publication is to evaluate the

effectiveness and behavior of sorbents when dealing with different

types of oil spilled in sea and river waters and to clarify their

technical parameters in the laboratory.

The following indicators of sorbent effectiveness exist:

- oil sorption capacity - the ability of a substance to absorb

liquids and gases in its volume;

- moisture capacity - the ability of a substance to absorb and

retain a certain amount of moisture;

The following fuel samples were used for the experiments:

1. Dark oil brands:

oil,

fuel oil,

2. Light oil brands:

gasoline,

kerosene,

.

Estimation of sorbent oil absorbency Estimation of oil absorbency was carried out on the basis of the

following standard method. A sample of sorbent (Ms) was placed on

the gasket cut out of tracing paper (Mo), then weighed on the scales

and loaded into the oil product (fuel oil), held for 10 ... 15 minutes,

then weighed again (MDS). After that, the excess oil spilled out

naturally, and the residue was weighed again (Mps).

Then the mass of absorbed oil Mn = Mps - Ms - Mo characterizes

the mass of oil absorbed by the sorbent.

50

Sorption capacity was calculated by the formula (1) according

to the standard method:

С = * 100%

The data obtained as a result of experiments on dark petroleum

products show that STRG is the most effective sorbent in terms of

sorption capacity when collecting ESPO oil and M100 fuel oil on

both sea and fresh water. However, it is worth noting that its

effectiveness for M100 fuel oil is 2.6 times higher in sea water

comparing to fresh water environment.

The sorption capacity of Biomatrix turned out to be less

effective than that of STRG and, the indicators have approximately

the same amount of oil absorbency both in sea and fresh water.

In comparison with other sorbents, the NST showed the lowest

indicator of oil absorbency, with equal values both in sea and fresh

water and against the same petroleum. Summary data of the sorption

capacity are presented in table 1.

Table 1. The results of measuring the sorption capacity using M100

fuel oil and ESPO oil at a temperature of +230 C.

Indicator Sorbent Oil brand Oil absorbency, %

Fresh water

STRG М100 983

Oil (ESPO) 2150

Biomatrix М100 764

Oil (ESPO) 465

NST М100 276

Oil (ESPO) 135

Sea water

STRG М100 2560

Oil (ESPO) 2113

Biomatrix М100 516

Oil (ESPO) 472

NST М100 270

Oil (ESPO) 218

Experiments on light oil products in sea and fresh water.

Basing on the results of the experiments presented in Table 2 it

can be concluded that the STRG sorbent showed the higher efficiency

51

when eliminating spills of kerosene, gasoline and diesel fuel

comparing to NST and Biomatrix. It is worth noting that in sea water

its sorption capacity is greatest when collecting diesel fuel, while in

fresh water when collecting kerosene.

The Biomatrix sorbent is less effective in terms of oil

absorbency, its efficiency increases when eliminating kerosene,

gasoline and diesel fuel spills in the marine environment, while in

fresh water its performance degrades.

As for the NBT sorbent, it showed the lowest sorption capacity,

the value of which in both environment and using the same oil

products turned out to be about the same. Table 2. The results of measuring the sorption capacity against

kerosene, gasoline and diesel fuel at a temperature of +230 C.

Indicator Sorbent Oil product brand Oil absorbency, %

Fresh water

STRG

Kerosene 1150

Diesel fuel 1735

Gasoline 1175

Biomatrix

Kerosene 347

Diesel fuel 251

Gasoline 297

NST

Kerosene 139

Diesel fuel 138

Gasoline 106

Sea water

STRG

Kerosene 1905

Diesel fuel 1830

Gasoline 1285

Biomatrix

Kerosene 422

Diesel fuel 431

Gasoline 379

NST

Kerosene 107

Diesel fuel 121

Gasoline 119

Taking into account the results of the experiments, it was

concluded that the NST sorbent is the least effective compared to

52

STRG and Biomatrix, both in the marine environment and fresh water

during liquidation of spills caused by dark and light oil products.

Sorbent moisture absorption capacity

Evaluation of moisture absorption capacity was carried out on

the basis of the following methodology:

Samples of sorbent weighing 5 g each were placed in cups of

different diameters filled with water so that the sorbent layer in the

cup of the largest diameter is 3 ... 5 mm. In the next cups with

consistently decreasing diameter the layer of sorbent should be 5 ... 7

mm, 10 mm, 20 mm, 30 mm, respectively.

After three hours, the sorbent was removed from the cups and

placed in pre-weighted glasses. Glasses with a sorbent were weighed

on an analytical scales and the mass of the soggy sorbent was

determined.

The moisture content is determined by the formula (2):

W =

ММс

М * 100% (2)

Where Mc, M - respectively, the mass of soggy and dry sorbent.

It is also worth noting that the higher the moisture absorption

indicator, the worse is the result of oil absorption. This is explained

by simple fact that if the sorbent absorbs a large amount of moisture

into its volume over a certain period of time, then its efficiency of oil

absorption will decrease when eliminating oil spills.

The data obtained when measuring the moisture absorbing

capacity of sorbents in sea and fresh water shows that in both

environments the Biomatrix and NST sorbents turned out to be the

most effective. Both demonstrated almost similar performance,

absorbing the least amount of moisture. STRG sorbent showed the

highest moisture absorption capacity in sea and fresh water compared

to other sorbents, which in this case means its lower efficiency when

used in actual oil contaminated water.

Note that its indicator is 1:60 in sea water and 1:45 in fresh

water, which makes its use in fresh water more efficient. The data is

presented in table 3.

53

Table 3 - Comparative table of moisture absorption capacity of

sorbents in sea and fresh water

The following conclusions can be drawn as a result of our

evaluation:

1) For dark oil products, the most effective sorbent is STRG,

but it is necessary to take into account that this sorbent better absorbs

M100 fuel oil in sea water while it is more effective against oil in

fresh water

2) For light oil products, the most effective sorbent is STRG,

but it is necessary to take into account that this sorbent absorbs diesel

fuel better in sea water and TC1 kerosene - in fresh water

3) According to the water capacity tests, the worst result was

shown by the STRG sorbent, since its percentage of moisture

absorption is several times higher than that of Biotmatrix and NST

4) In fresh water, the moisture absorption capacity is increasing

for Biomatrix and NST sorbents, while in STRG it is increasing in sea

water

5) For most of the results, an increase in the oil absorbing

capacity in seawater is noticed

Recommendations were also developed on the sorbent / oil ratio

for the qualitative response to oil spills in the marine and freshwater

areas (Table 4)

Sorbent W, % (Sea water) W, % (Fresh water)

Biomatrix 40 60

NST 40 52

STRG 600 450

54

Table 4. Recommendations for the sorbent / oil ratio

STRG

Oil product Sorbent / Oil product ratio

Sea water Fresh water

ESPO oil 1:21 1:22

М100 fuel oil 1:26 1:10

Diesel fuel 1:18 1:17

ТС-1 kerosene 1:19 1:12

95 gasoline 1:13 1:2

Biomatrix



ESPO oil 1:5

1:4

М100 fuel oil 1:8

Diesel fuel 1:4 1:3

ТС-1 kerosene

95 gasoline

NST



ESPO oil 1:2 1:1

М100 fuel oil 1:3

Diesel fuel

1:1 ТС-1 kerosene

95 gasoline

REFERENCES

1. Kamenschikov, F.A. Removal of petroleum products

from the water surface and soil / F.A. Kamenschikov, Ye.I.

Bogomolniy, Izhevsk, Institute of computer studies, 2006, 528 pp.

2. Kurnosov, A.D. Protection of inland waterways and

coastal sea shelf from pollution by oil and petroleum products / A.D.

Kurnosov, Novosibirsk, Siberian Agreement, 2005, pp.12-17

55

3. Kamenschikov, F.A. Oil sorbents / F.A.

Kamenschikov, Ye.I. Bogomolniy, Izhevsk. Institute of computer

studies, 2003, 268 pp.

4. Gorozhankina, G.I. Sorbents for the collection of oil:

comparative characteristics and application specifics / G.I.

Gorozhankina, L.I. Pinchukova, M.: Pipeline transportation of oil,

2000, pp. 12-17

5. Slutchenkova, V.V. Comparative characteristics of

powder sorbents’ absorbing capacity for dark oil in sea and fresh

water. [Text] Graduation qualification dissertation, defended

11/07/2018, Vladivostok, 2018, 74 pp.

6. Pyak, Ye.A. Comparative characteristics of powder

sorbents’ absorbing capacity for light oil in sea and fresh water.

[Text] Graduation qualification dissertation, defended 11/07/2018,

Vladivostok, 2018, 81 pp.

56

TERRITORIAL DISPUTES IN THE SOUTH

CHINA SEA

PARACEL ISLANDS

Boris I.Tkachenko

Institute of history, archeology and ethnography,

Far Eastern Branch of Russian Academy of Sciences,

Vladivostok

Abstract: The article studies the Paracel archipelago as one of

the disputed areas in the northern part of South China Sea. Physical

geography and historical background of the Paracel Islands are

considered. The archipelago is characterized as the object of a

bilateral international territorial dispute between Vietnam and

China. The current positions of China and Vietnam on the territorial

jurisdiction of the Paracel Islands are considered. Economic and

strategic importance of the Paracel Islands is shown. The problems of

the Paracel Islands’ territorial belonging and delimitation of

exclusive economic zones and continental shelf of the areas are

analyzed.

Keywords: South China Sea, Paracel Islands, territorial

dispute, San-Francisco Treaty, China, Vietnam, exclusive economic

zone, continental shelf, international maritime law

The South China Sea is a marginal sea that is a part of

the Pacific Ocean basin, located on its western outskirts near the

coasts of Southeast Asia between Indochina and Malay Peninsulas,

the islands of Kalimantan (Indonesia), Palawan and Luzon

(Philippines), Taiwan and the southern coast of China. It is connected

with the East China Sea by the Taiwan Strait in the north, with the

Philippine Sea of the Pacific Ocean via the Straits of Bashi, Luzon

and Babuyan in the northeast. It borders the Javanese sea via the

Straits of Kelasa and Karimata in the South, and with the Andaman

Sea of the Indian Ocean via Singapore and Malacca Straits in the

southwest. The area of the sea surface is 3 537 000 square kilometres

[1].

The South China Sea contains seamounts - platforms with

relatively shallow (less than 200 m) depths. Some of them reach the

level of the sea surface, forming shoals, reefs and islands. There are

https://en.wikipedia.org/wiki/Marginal_sea

57

platforms of such kind in the South China Sea around Paracel islands,

the Macclesfield Bank, reefs of the Scarborough Shoal (South Rock)

and to the south of the Macclesfield Bank.

Small island groups – Paracel Islands (Xisha), Spratly Islands

(Nansha), Pratas Islands (Dongsha), and other smaller islands are

mainly of coral origin and are located on the distance from the coast

of the mainland and larger islands.

The South China Sea disputed areas include Paracel and Spratly

archipelagoes, Pratas Islands and the area of the Tonkin Gulf.

Fig.1 Disputed territories in the South China Sea

58

Three areas of the South China Sea are the objects of

international territorial disputes. Those concerning territorial

jurisdiction of Paracel Islands (Chinese name - Xisha Qundao,

Vietnamese name - Kuandao Hoansha) and delimitation of the

continental shelf in the Gulf of Tonkin (Chinese name - Beibu,

Vietnamese - Bakbo) are bilateral disputes between China and

Vietnam. The third territorial dispute involves China, Taiwan,

Vietnam, the Philippines, Malaysia and Brunei. Possible involvement

of Indonesia into the dispute should not be excluded as well.

The dispute concerning territorial belonging of many islands in

the South China Sea, which involves China and several ASEAN

countries, is the source of the potentially most serious conflicts in the

region. The history of the issue shows that even quite long periods of

relative peace in this part of the world ocean can be replaced by

tensions and armed confrontation outbreaks. Significant improvement

of China's inter-state relations with Southeast Asian countries in

1990s was achieved mainly due to the fact that sensitive issue of these

island territories was not raised.

The uncertainty of the South China Sea status from the point of

international law makes the task of reviewing history of the

establishment of effective control over the coastal states particularly

urgent. The islets of the South China Sea do not have and have never

had permanent population on them. At the same time fishermen from

the countries of the region have used these islets for short-term stays

for centuries. In addition to rich fish resources in the shallow waters

around these two groups of islands, there are huge deposits of

phosphates on almost all atolls and islets.

Fig. 2 Disputed territories in the South China Sea

59

1. Paracel Islands

Physical geography

Paracel Islands (Chinese: Xisha Qundao, Vietnamese:

Kuandao Hoansha) — is the atoll archipelago in the South China Sea,

consisting of small land areas and reefs.

The archipelago is located at about 230 km south from the

territory of China and 200 km east from the territory of Vietnam. The

length of the archipelago is about 250 km while its width is 100 km.

Coordinates are 15° 35′ - 16° 50′ N 111° 30′ - 112° 52′ E.

From the point of physical geography the archipelago includes

about 130 small coral islands, reefs, sand dunes and shoals. The

largest islands are Woody Island (2,1 square km), Lincoln (1,6 square

km), Triton (1,2 square km, Money (0,36 square km) and Pattle (0,31

square km). Total area of the islands — 7,8 square km. All islands are

low (up to 14 m), consist of coral sand and covered with low

vegetation. The climate is tropical. The archipelago is divided into

two groups of islands - Amphitrite group (in the northeast) and

Crescent group (in the southwest).

Fig. 3 Paracel Islands

60

Historical background

For a long time there was no human activity in this area.

However, the records about expeditions of seafarers from Vietnam to

these islands are kept. Based on the documentary chronicles, starting

from the Nguyen dynasty (1558-1945), it is possible to ascertain

annual visits to the archipelago by the Vietnamese naval ships for

various purposes, that is, to justify historical right of Vietnam. China,

on the contrary, has no evidence of its navigation, except for the use

of islands as a shelter by pirates. There are documents from both

China and Vietnam, confirming that people have been living on the

territory of Paracel Islands from ancient times during the Tang and

Song dynasties (China).

The Portuguese vessels frequently visited the South China Sea

as early as at the beginning of the 16th century (since 1537). They

were later followed by the Dutch, the English, the Spanish, and the

French vessels.

Vietnam’s sovereignty over the islands of Hoang Sha and

Truong Sha (Paracel and Spratly) was officially proclaimed by the

Emperor of Vietnam and the flag of Vietnam first appeared on the

islands (the Pattle) in 1816. In 1836, according to the Vietnamese

chronicles special detachment arrived to Paracel Islands and by order

of the Emperor of Vietnam, installed ten 5-meter steles with

inscriptions about belonging of the islands to Vietnam. Chinese

fishermen appeared in the water area of the islands only in the middle

of the XIX century, and China declared its rights to the territory of the

archipelago in 1885. The Chinese visited the islands earlier (from the

Vth century). However, the Chinese made no attempts to establish

settlements and inhabit deserted islands neither in the Middle Ages,

nor later. The presence of Chinese fishermen on the islands was

limited to constructing temporary economic and religious buildings.

China has long had the concept that the sea coast is the border of the

Middle Kingdom and the power of the sovereign does not extend

beyond it, and carried out the "sea ban" policy, which was an integral

part of the "closed doors" foreign policy that time. Vietnamese also

did not try to settle on the islands, limiting themselves by sending

individual expeditions. Paracel Islands remained uninhabited.

There were no disputes over the islands of the South China Sea

until the beginning of the 20th century. Vietnam became a colony of

France after 1884, and the French government represented

61

Vietnamese people on the international relations arena, continuing to

govern these islands.

In the 1890s China denied its sovereignity over Paracel Islands

at the request of English envoy. However, the Chinese-Vietnamese

Boundary convention signed in 1887 stated that islands to the east of

108 ° East longitude should belong to China, and those located to the

west of it - to Vietnam. Both, Paracel Islands and Spratly Islands are

located to the east of this meridian. This provision of the Boundary

convention of 1887 was later used by the Chinese as one of the

grounds for putting forward its claims to these islands. However, the

convention concerned the delimitation of the border between Vietnam

and China, that is, the Gulf of Tonkin.

China undertook a demarche on Paracel Islands by sending a

number of naval expeditions there at the beginning of the 20th

century to demonstrate the flag and install the stele indicating that the

islands belong to China. At the same time, the “General Map of the

Great Qing Empire” was published in 1905. According to the map

only the Hainan Island was included in the territories of China in the

South China Sea zone. According to the geographical reference book

of China, the Zhouya Cape, located at the parallel of 18 ° 13 ′ N, was

named the extreme southern point of the country.

Japan has taken steps from 1905-1907 to create a legal basis for

accessing Paracel Islands, rich in phosphate deposits, and their shoals

rich in fish, by starting exploration of the resources. Although French

colonial authorities of Indochina considered the islands as a part of

French Indochina, in 1917-1929 Japanese businessmen, almost

unchecked, though not regularly, sent ships and workers to the islands

for loading raw materials without notification and permission of the

French authorities. However, those were episodic expeditions, which

left the islands after loading phosphates on the ships. Already in

1920, Japan applied to France for a license to explore phosphates in

Paracel Islands. On this basis it can be concluded that France enjoyed

full sovereignty over the archipelago that time.

The French administration of Indochina took steps to practically

confirm its sovereignty over the islands and prevent unauthorized

activities of foreign entrepreneurs only in 1929-1930. However, the

Japanese government refused to recognize French sovereignty over

the islands of the South China Sea.

62

Several military and research expeditions of the French fleet

were sent to Paracel Islands, and the first steps were taken to explore

the resources of the archipelago in the period of up to the 30s of the

20th century. In 1931, the Governor-General of French Indochina

officially announced Vietnam's ownership of the islands. The islands

were incorporated into French Indochina in 1932. Subsequently, the

islands were ceded to Vietnam, which was a part of French

Indochina. In 1937, Indochina authorities created a police post on the

Buaze Island. At the same time, a meteorological station was built

there. By the decree # 10 of Emperor Annam of Bao Dai (Vietnam)

the Paracel archipelago was incorporated into the province of Tua

Chien on March 30, 1938 and by order of the Governor-General of

Indochina, the staff of Paracel Islands (Hoang Sha) administration

was established on June 15, 1938. In July 1938 France declared the

occupation of the Paracel archipelago. The islands were officially

annexed to Vietnam by the decree of the French governor-general,

and a steele was erected on the Pattle Island with the inscription:

“French Republic. Kingdom of Amman. The Paracel archipelago.

1816 - Pattle Island. 1938». A weather station was opened on Pattle

Island, then a lighthouse was built and a police post was established.

However, Paracel Islands were seized by Japan in 1939, and during

the Second World War, they served as a springboard for Japanese

expansion into the countries of Southeast Asia.

After the capitulation of Japan, Paracel Islands were cleared of

the Japanese military presence. The Kuomintang government of

China (1946) and French administration in Vietnam (1947) sent

warships to the area. During the expedition, Chinese soldiers

occupied the islands and established the posts there. Later, after

detailed inspection of all the islands the posts were removed and

China’s military personnel was assigned to the Buaze (Woody)

Island, where the Chinese garrison was formed and construction of

the main Chinese military base in the area was launched. The

presence of that garrison, although it did not actually control the

situation on other islands of the archipelago, gave China formal right

to assert that Paracel Islands were occupied by China.

After the war finished France protested over China’s actions on

the islands of the South China Sea at the beginning of 1947 and

demanded withdrawal of Chinese troops from two archipelagoes. The

French authorities of Indochina also sent a military ship carrying new

63

garrison on board to Paracel Islands. However, the Chinese prevented

an attempt by French to land on the Buaze Island of the Amphitrite

Group, and a garrison consisting of 29 soldiers and officers of the

Franco-Vietnamese troops was landed on Pattle Island of the Crescent

Gripu instead of the police posts existing earlier. Having restored

military post on Pattle Island, Indochina's French authorities built a

radio station there in addition to the lighthouse and weather stations.

Post on Pattle Island, which later became South Vietnamese, existed

until the armed conflict of January 1974. After that the Chinese

Embassy in Paris issued a statement that the Paracel Islands were a

part of Chinese territory. The following diplomatic correspondence

between China and France did not lead the parties to an agreement.

Each of the parties continued to claim its sovereignity over Paracel

Islands.

Thus, Paracel Islands have been actually divided between China

and France: the Amphitrite group became Chinese territory and the

Crescent group became Franco-Vietnamese one under control of

South Vietnam since 1947. Paracel Islands fell under the regime of

effective occupation, that is, they were taken by China and France,

which created settlements, permanent economic structures and

organized administrative management in the specified territories.

After evacuation of the Kuomintang garrison from Buaze Island

to Taiwan in May 1950, the Amphitrite group became ownerless,

with no country's jurisdiction and control. As a result, the Franco-

Vietnamese garrison continued to stay at the Crescent group, while

the Amphitrite group has been remained outside of any country's

jurisdiction for six years. That time the French colonial authorities of

Indochina were busy with internal affairs in their colony and did not

pay attention to this fact. On October 14, 1950, the French

government confirmed the decrees of Emperor Bao Dai on

annexation of Paracel and Spratly islands to Vietnam and formally

transferred the rights to the archipelagoes management and defense to

the Emperor Bao Dai Government.

The PRC began putting forward claims to Paracel Islands from

1951. Later China took advantage of complex situation in Vietnam

and returned to the islands of the Amphitrite group in 1956, facing no

military resistance from Vietnam, thereby re-occupying the northern

group of Paracel Islands. In 1956 PRC restored the situation that

existed at the end of the 1940s with respect to the Amphitrite group

64

islands. The Chinese People’s Liberation Army Navy attempted to

invade the Crescent group controlled by South Vietnam in 1959 but

failed.

The Crescent group of the archipelago, controlled by the

Republic of Vietnam, was seized by the People’s Liberation Army of

China as a result of the hostilities in the end of Civil War in Vietnam

of January 1974. South Vietnam, left without support of the US, was

unable to continue military operations and lost Paracel Islands. After

the end of the war, North and South Vietnam have unified, and the

claims of the Republic of Vietnam (South Vietnam) to Paracel Islands

were inherited by the Socialist Republic of Vietnam since 1975.

Transition of Paracel Islands under the complete control of the PRC

in 1974 gave rise to the international dispute over Paracel Islands.

Although control of the People's Republic of China was established

over the archipelago since 1974, Vietnam and the Republic of China

in Taiwan claim the islands.

Decisions of the Allied Powers in respect of Paracel Islands

after the end of the Second World War were as follows.

The Potsdam Declaration of July 26, 1945 stated that "Japanese

sovereignty would be limited by the islands of Honshu, Hokkaido,

Kyushu, Shikoku and those smaller islands that we would indicate"

(paragraph 8)" [2]. According to the Memorandum of the

Supreme Commander for the Allied Powers to the Imperial Japanese

Government No. 677, January 29, 1946, “Japan is defined to include

the four main islands of Japan (Hokkaido, Honshu, Kyushu and

Shikoku) and the approximately 1,000 smaller adjacent islands”

(paragraph 3) [3], excluding the Paracel Islands”.

Article 2 of the San Francisco Peace Treaty of 1951 states that:

“Japan renounces all right, title and claim to the Spratly Islands and to

the Paracel Islands” (paragraph f) [4], but the country to own these

territories was not specified.

The first deputy minister of foreign affairs of the Soviet Union,

Andrei Gromyko, proposed the following principles for draft peace

treaty with Japan at the San Francisco Conference on September 5,

1951: “There is no doubt that ancestral territories of China that were

alienated from it, such as the island of Taiwan (Formosa), Pescadore,

Paracel Islands and other Chinese territories must be returned to the

Republic of China. As for the US-English draft peace treaty with

Japan regarding territorial issues, the USSR delegation considers it

65

necessary to state that this project is in flagrant violation of China’s

indispensable right to return integral parts of Chinese territory —

Taiwan, Pescadors, Paracel and other islands – alienated by Japan

militarists. The draft indicates Japan’s renunciation of the right to

these territories only, but the future fate of these territories is

deliberately silenced. The draft treaty grossly violates the legitimate

rights of the Chinese people to an integral part of China - Taiwan

(Formosa), Pescador, Paracel Islands and other territories, alienated

from China as a result of Japanese aggression. The Soviet delegation

proposes the following amendments to the draft peace treaty

introduced by the governments of USA and GB at the Conference:

Paragraphs (b) and (f) of Article II should be annulled and replaced

with a paragraph as follows: “Japan acknowledges the complete

sovereignty of the People’s Republic of China over Manchuria,

Taiwan, and adjacent islands, Penghu Islands (the Pescadores), the

Dongsha Islands (Pratas Islands) as well as the Xisha Islands and

Zhongsha Islands (Paracel Islands, the Amphitrite Group and the

Macclesfield Bank) and the Nansha Islands (including the Spratly

Island), and renounce all right, title, and claim to all territories stated

in this Article” [8], i.e., USSR recognized China's right to the

Amphitrite Group of the Paracel Islands.

Vietnamese foreign minister, representing government of

Vietnam (Bao Dai) announced at the San Francisco Peace

Conference: “We confirm our sovereignty over the Paracel and

Spratly islands which always belonged to Vietnam”. None of the

participants to the conference raised any objections to this statement

of the head of Vietnam foreign ministry. PRC and Soviet delegation

did not respond to this statement, and the speech of the Vietnamese

delegate was unnoticed.

Chinese government first officially announced China's

sovereignty over all disputed islands of the South China Sea on

August 15, 1951. Particularly, China’s Foreign Minister Zhou Enlai

noted in his statement about the U.S.–British draft peace treaty with

Japan: “The Xisha archipelago and the Nanwei Island (the Paracel

islands and Spratly Islands. — B.T.), as well as the whole Nansha

archipelago, the Dongsha and Zhongsha Islands (the Spratly islands,

the Macclesfield Bank and the Pratas Islands — B.T.) have always

been Chinese territory” [10].

66

In April 1952 the administration of Taiwan, speaking on behalf

of the Republic of China, signed Peace Treaty with Japan in Taipei,

where the Article 2 of the San Francisco Peace Treaty of 1951 was

confirmed and Japan's renunciation of areas, including the Paracel

Islands, was recorded. Peace Treaty between Japan and PRC was

signed in 1978 and did not contain any articles concerning territorial

disputes.

Current positions of China and Vietnam on territorial

belonging of Paracel Islands, are basically identical and can be

summarized as follows.

China’s arguments:

– Chinese were the first to discover and name the islands in the

South China Sea.

– Chinese were the first to exploit the natural resources and

carry out management of the archipelagoes.

– Belonging of Paracel Islands and Spratly Archipelago to

China is recognized by other states.

Vietnam’s arguments:

– Vietnamese have long been aware about the islands of the

South China Sea, exploited and managed them.

– Belonging of Paracel Islands and Spratly Archipelago to

Vietnam is recognized by other states.

Strategic and economic importance of Paracel Islands

The South China Sea with the Paracel and Spratly archipelagoes

is a strategic location. It is of great importance for the security of

international maritime trade and economic development. Therefore, it

has become a controversial object for many countries. China and

Vietnam are the main participants in this dispute.

Paracel Islands have advantageous strategic position in the

South China Sea, which plays a very important role for more than 300

million people living along the coast. It is a strategic area not only for

the adjacent countries of the region, but also for the entire Asia-

Pacific region, since it is located on the main sea routes, and all ships

sailing from the Pacific Ocean to the Indian Ocean have to pass

through this sea. It is located at the sea intersection, connecting East

Asia in the north with the countries of Southeast Asia and Oceania in

the south, as well as connecting countries from the west (Europe,

Africa, Middle East, South Asia) with the countries of the East

67

(Philippines, Indonesia, America). 90% of turnover is transported by

sea and 45% passes through the South China Sea. Every day,

hundreds of ships pass through the South China Sea. The economies

of many East Asian countries depend on this sea route, especially

China, which has about 60% of its turnover here, and 70% of oil is

transported by sea through the South China Sea. Thus, this sea is of

great importance, not only for China and the countries of Southeast

Asia, but also for the entire Asia-Pacific region. The archipelagoes

are of great importance for the strategic defense of states as there are

many sea routes that play significant role for the safety of maritime

navigation. If a country can provide defense from sea to the mainland

it can control the sea routes through the South China Sea and use it

for military purposes as well. Two archipelagoes located in the center

of the South China Sea are ideal for locating radar and information

stations, ships stops and supply, etc. In other words, the one who

controls these archipelagoes also controls the South China Sea. With

such significant military and economic potentials, the South China

Sea and its archipelagoes has become the subject of ongoing

controversy with many countries involved. They have attracted

attention of other countries, because any conflict would disrupt the

sea routes through the South China Sea and lead to serious

consequences.

The South China Sea is a water area rich in natural resources,

especially biological resources (seafood) and minerals (oil and gas).

There are about 3-3.5 million tons of fish and diverse seafood is

diversewith high economic value. The archipelago has a variety of

biological resources, including large stocks of guano, which can be

used for agriculture and chemical industry.

The Paracel archipelago is surrounded by waters rich in fish and

shelf with potentially large oil fields. According to expert estimates,

the South China Sea has approximately 30 billion tons of oil and 16

trillion cubic meters of natural gas worth trillions of dollars and able

solve the energy problems of coastal countries. According to Chinese

experts, the shelf of the South China Sea contains up to 213 billion

barrels of oil and 25 trillion cubic meters of natural gas [8].

According to Russian experts, the areas of two archipelagoes -

Paracel and Spratly - also have large reserves of gas hydrates -

potential source of fuel. Oil and gas reserves have become

particularly important for contradictions of the coastal states.

68

Until now, there have been no local residents on the islands, but

Chinese garrisons were scattered around the islands.

The city of Sansha was founded on the Woody Island (English:

Buaze, Chinese: Yongxingdao), in 2007. Since 2012 it became to

manage directly three groups of islands: Pratas, Paracel and Spratly

and the adjacent area in the South China Sea. Sansha City District of

Hainan Province includes a group of islands in the South China Sea.

There are Chinese port facilities on the Woody and Duncan islands,

which are planned to be expanded. The Woody Island has three main

roads, as well as a long cement road that connects the Woody and

Rocky Islands.

With the intention of backing up its territorial claims for the

archipelago, the PRC invests hundreds of millions yuan in

infrastructure and development of the island, where large construction

activity continues. In recent years, a modernized airport, seaport and

city hall were built on Woody Island. The airport of the Woody Island

has a hard-surfaced runway that can take Boeing-737s or planes of

similar size. There are 9 berths on the pier, which can be used for

unloading fish, ice and fuel supplying, ground transportation and

other purposes. A modern elementary school has been opened on the

island for children of construction workers and military personnel.

The construction of the school began in 2014. There is a post office, a

hospital, a bank and a hostel.

Fig. 4 City of Sansha on the Woody (Buaze, Yongxingdao) Island

69

The problem of Paracel Islands’ territorial belonging

By the time of seizure of the islands by the PRC, the islands of

the Croissant group were effectively controlled by the South

Vietnamese authorities, and the islands of the Amfitrit group were

under the control of the Chinese. Only in 1974, taking advantage of

the chaotic situation that arose in the south of Vietnam after the Paris

Conference on Vietnam of 1973 and evacuation of the US armed

forces, the Chinese side carried out a military solution to the

territorial dispute over Paracel Islands.

The seizure by China of Paracel Islands substantially changed

the geopolitical situation in East Asia. China’s construction of

military and civilian infrastructure in the Paracel archipelago

strengthened China’s position in the region, turning this territory into

a springboard for further expansion of the PRC in Southeast Asia.

The armed seizure of the Croissant group by the Chinese and

the extension of their effective control over the whole archipelago

cannot be considered as the final solution of the disputed issue. The

solution of the territorial dispute by armed seizure contradicts to the

basic principles and modern standards of international law and

provides for the international responsibility of the aggressor country.

On this basis, the establishment by the PRC of military control over

the islands of the Croissant group can be considered as an illegal

“temporary occupation”, which does not give grounds for the

inclusion of the islands group into Chinese territory.

From the point of view of international law the military method

of solving territorial disputes can not be considered either legal or

final. In this regard, it is impossible not to recall the Article 2 of the

UN Charter which states that all UN members should resolve their

international disputes by peaceful means and refrain in international

relations from the threat or use of force against the territorial integrity

and political independence of any state [12].

The UN General Assembly adopted a number of documents as

a development of this provision. The special resolution “Strict

observance of the prohibition of the threat or use of force in

international relations, and of the right of peoples to self-

determination» was adopted in the couse of the 21st session of the

UN General Assembly in 1967. This resolution states directly that

«armed attack by one State against another or the use of force in any

other form contrary to the Charter of the United Nations constitutes a

70

violation of international law giving rise to international

responsibility» [13].

The “Declaration on Principles of International Law concerning

Friendly Relations and Cooperation among States in accordance with

the Charter of the United Nations”, adopted by the XXV Session of

the UN General Assembly in 1970, contains the following provision:

“Every State has the duty to refrain from the threat or use of force to

violate the existing international boundaries of another State or as a

means of solving international disputes, including territorial disputes

and problems concerning frontiers of States”[14], which is directly

related to the situation around the Croissant islands group of the

Paracel archipelago. «No territorial acquisition resulting from the

threat or use of force shall be recognized as legal» [15].

As for the Amphitrite island group of the archipelago, the

question seems to be controversial with the predominance of the

rights of Vietnam. The final decision on the group’s ownership can

only be achieved through direct Vietnamese-Chinese negotiations.

Problems of delimitation of marine economic domains (the

200-mile exclusive economic zone and continental shelf) in the water

area around Paracel Islands are related to the nature of these island

formations. According to the Article 121 of the UNCLOS of 1980

[13], «Rocks which cannot sustain human habitation or economic life

of their own shall have no exclusive economic zone or continental

shelf», but have a territorial sea and adjacent area. The international

legal regime of the exclusive economic zone and continental shelf in

the waters of Paracel Islands can certainly be extended to the

inhabited territories of the archipelago, primarily to the Woody

Islands (Buaze, Yongxingdao) and Duncan (Quang Hoa), which are

inhabited and have a permanent and economically active population.

REFERENCES

1. The geographical encyclopedic dictionary.

Geographical names. Second edition, additional. Moscow, Sovetskaya

enciklopediya Publ., 1989, p. 573 // Географический

энциклопедический словарь. Географические названия. Изд-е 2-

е, доп. М.: Советская энциклопедия, 1989

2. Soviet Union at the international conferences of the

period of Great domestic war of 1941—1945, volume 6, Berlin

71

(Potsdam) conference of heads of three powers — the USSR, the

USA and the Great Britain. Moscow, 1980, p. 382—384 // Советский

Союз на международных конференциях периода Великой

отечественной войны 1941—1945 гг. Том 6. Берлинская

(Потсдамская) конференция руководителей трех держав —

СССР, США и Великобритании, М., 1980

3. Gaimushō Tokubetsu Shiryōka. Documents

Concerning the Allied Occupation and Control of Japan, Japan:

Foreign Office, Division of Special Records, 1949, vol. 2. 349 p. (In

English)

4. Tkachenko B. I. Problem of Kuriles Islands: history,

legal aspects, policy and economy, Vladivostok, published by Adm.

Nevelskoy State University, 2009, p. 212

5. Сборник важнейших документов, касающихся

оккупации и контроля союзных держав в Японии, т. 2, Токио,

МИД Японии, 1949, на русском языке

6. Ткаченко Б. И. Курильская проблема: история,

право, политика и экономика. Владивосток, Морской гос. ун-т ,

2009

7. History of Pacific War, in five volumes, vol. 5. The

Peace Treaty, Translation from the Japanese. Moscow, Inostrannaya

literatura Publ., 1958. P. 339 // История войны на Тихом океане, в

пяти томах, Том 5. Мирный договор, перевод с япон. языка. M.,

Изд-во иностр. литературы, 1958

8. Pravda, September, 7, 1951 / Печатается по: Правда.

1951, 7 сентября

9. Digest International Law. Volume 3, Washington,

1964, p. 595

10. The collection of foreign policy documents of PRC,

issue 2, Beijing, 1958, p. 32 // Сборник документов внешней

политики КНР, выпуск 2, Пекин, 1958

11. Fu Ying. From historical point of view the islands in

the South China Sea are Chinese territory // China, Beijing, 2016, no.

8, p. 19 // Фу Ин. Исторически острова в ЮКМ — это территория

Китая, «Китай», Пекин, 2016, № 8

12. International law, a collection of documents, Moscow,

Yuridicheskaya literatura Publ., 2000, p. 112 // Международное

право. Сборник документов. М., Юрид. литература, 2000

72

13. The United Nations Organization. Collection of

documents, p. 455 // Организация Объединенных Наций, cборник

документов, М., 1981

14. The United Nations Organization. Collection of

documents, p. 463 // Организация Объединенных Наци, cборник

документов. М., 1981

15. The United Nations Organization. A collection of

documents, p. 482 // Организация Объединенных Наций, cборник

документов. М., 1981

16. International law. Collection of documents, Moscow,

Yuridicheskaya literatura Publ., 2000, p. 519—520 //

Международное право, cборник документов, М.: Юрид. лит-ра,

2000

73

MODERNIZATION OF MERCHANT AND

FISHERY FLEET ASSETS

IN THE FAR EAST OF RUSSIA

Yuri V. Vedernikov

Naval Museum, St. Petersburg

Abstract: The current state of the merchant and fishing fleet

assets of the Russian Federation carrying out domestic cargo

transportation and fishery operations in the Eastern sector of the

Arctic and the adjacent seas of the Far East is definitely not the best.

Taking into account the high degree of physical and moral wear of

the greater part of vessels under Russian flag as well as the necessity

to accomplish the goals set by Maritime Strategy of Russia, a

mechanism for radical fleet modernization needs to be introduced.

The leasing of merchant and fishing vessels from neighboring NE

Asia countries and the introduction of cooperative arrangements with

leading foreign shipbuilding enterprises represent two possible

options for this modernization program. Regional authorities in the

Far East of Russia may act as the guarantees for the foreign

investments utilizing recent changes in domestic legislation.

Keywords: merchant ships, fishing vessels, investment, leasing

of merchant and fishing ships

Accelerated social and economic development of the Far

Eastern regions has been stated as a priority for the Russian

Federation. Strategic planning in this area is complicated by the huge

spatial dimensions of the territories and the uneven economic,

infrastructural and demographic level of development of its

administrative units. Insufficient scientific support is complicating the

feedback mechanism creation for taking into account the priorities of

the Center and the Periphery, the state and business interests [6]. At

the same time, there is an understanding in the Russian Federation

that the integration of the Far Eastern territories with the economies

of the neighboring states of Northeast Asia is certainly a necessary

precondition for their development. However, there is no clear

understanding exactly how such integration should be implemented,

what measures of a regulatory nature should be applied to attract

foreign investors to projects in the Far East of Russia. Accordingly,

74

potential foreign partners are in no hurry to join the economic

projects in the Far East, rightly fearing investment risks and

uncertainties.

Maritime industry is an important element of Russia's economic

system in the Far East, acting as a principal interconnecting transport

artery (merchant fleet) and as one the main productive factor of

regional economic (marine fishing fleet). It is likely that the

development of international cooperation in this area may have the

best prospects in terms of minimizing investment risks and the

relatively fast commercial profitability achievement. Therefore, one

of the possible mechanisms for mutually beneficial practical

cooperation in the field of maritime activities between the Far East of

Russia and NE Asia economies is proposed in this article.

Region

Commodities, % of total consumption

Food Energy resources

Clo

thes

, fo

otw

ear

Pota

toes

Mil

k p

roduct

s

Mee

t pro

duct

s

Veg

etab

les

&

Mel

ons

Eggs

Coal

Die

sel

fuel

Gas

oli

ne

Hea

vy f

uel

oil

Kamchatsky

Krai 5,4 68,2 80,0 39,5 29,1 81,0 100,0 100,0 100,0 90,3

Magadan

Oblast’ 22,4 80,0 91.9 68,7 28,3 56,3 100,0 100,0 100,0 89,9

Sakhalin

Oblast’ 2,8 68,1 92,2 26,6 3,7 0,3 - - - 87,5

Chukotka

Autono-mous

District 93,5 86,1 29,4 78,6 74,3 27,2 100,0 100,0 100,0 94,8

Source: [14; 15]

Table 1

Import of products and materials to the North - Eastern regions of

Russia (sample), 2014

75

The North - Eastern provinces of the Russian Federation are

located in severe climatic and geographic conditions and have limited

land transport connectivity with the ‘mainland’. There are practically

no opportunities to produce vital food and energy resources in the

required volumes necessary for the physical survival of the

population and economic activities on site. Table 1 shows the data on

the dependence of remote and island territories of the Russian

Federation on the import of vital commodities and materials. (The

data provided in this paper generally refers to 2014, exactly before the

Western sanctions have led to a distortion of the normal course of

economic processes.) It is worth noting that historically the delivery

of cargo and materials to the remote and isolated North-Eastern

provinces of Russia have been given the status of a national campaign

code - named "Northern Delivery" [3; 8; 10].

The absolute majority of these commodities are delivered by

water transport. Inland transport (along the rivers Lena, Kolyma,

Yana, Indigirka) plays an important role in the distribution of flows

and the delivery of transit cargo to the end user. However, river

navigation is limited in time and complicated by the presence of

serious navigation restrictions. The main volumes of cargo and

materials are delivered by sea. The products of resource-producing

enterprises are transported mostly by sea, both for domestic and

export consumers.

The existing transport and logistics infrastructure of Russia in

the Far East is attracted to the southern non-freezing ports linked with

the Trans-Siberian Railway (TSR) and the international transport

corridors ‘Primorye-1’ and ‘Primorye-2’. The ports in Southern

Primorye are considered to be the "entrance gates" of the Northern

Sea Route (NSR). Internal maritime transportation originating from

the ports in Primorsky Krai ensure the livelihoods of the North -

Eastern regions of Russia with food by 65-70 %, coal - from 30 to 85

%, liquid fuel (gasoline, fuel oil, diesel fuel, etc.) - almost 100 % of

total consumption [4; 7].

The peculiarity of maritime transportation in the Far East of

Russia and in the Eastern sector of the Arctic is its huge spatial extent

(for example, the distance between Vladivostok and Tiksi ports is

4,133 nautical miles) and complicated navigational conditions (heavy

ice, insufficient hydrographic support and emergency rescue capacity,

communication problems in high latitudes). This dictates the serious

76

requirements for the qualitative parameters of the freight and

auxiliary vessels used.

The maritime fishing fleet in the Far East annually catches

about 3 million tons of marine biological resources, which is more

than 2/3 of the total Russian catch [5; 14].

Meanwhile, the maritime industry in the Far East of Russia is

facing serious infrastructural challenges from an engineering

standpoint. Let us illustrate this with examples, analyzing the current

ship composition of both merchant and fishing fleet assets.

The structural and quantitative indicators for the merchant ships

under the Russian flag in the Far East are shown in Table 2 (based on

the data provided by Russian Maritime Register of Shipping).

Table 2

Merchant fleet assets: quantitative indicators [13]

Ship type Number

of ships

Combined

deadweight,

thousand

tons

Average

deadweight,

thousand

tons

Average age

of ships,

years

Tankers 143 555,1 3,9 28,5

Water supply

vessels 6 3,8 0,6

32,7

General cargo

ships 159 590,2 3,7 28,1

Bulk cargo ships 1 30,0 30,0 27,0

Ro-Ro, ferries 19 52,0 2,7 25,6

Container ships 4 26,4 6,6 32,2

Total: 332 1257,5 3,8 29,0

For

reference:

173 companies including 23 registered abroad have been

accounted as shipowners.

The indicators for the fishing fleet assets are generally similar.

77

Table 3

Fishing fleet assets: quantitative indicators [13, 14]

Ship type Number

of ships

Combined

displacement,

thousand

tons

Average

displacement,

thousand

tons

Average

age of

ships,

years

1 2 3 4 5

Fishing fleet vessels

total: Including: 699 1483,5 2,12 26,5

Fish processing ships 10 96,0 9,6 24,4

Fishing vessels 565 1018,8 1,8 27,8

Refrigerated cargo

ships 124 368,7 2,97 27,4

For

reference: 254 companies have been accounted as shipowners.

Note: deadweight is indicated in columns "Combined

displacement, thousand tons" and "Average displacement, thousand

tons" for refrigerated cargo ships.

As a result, it is obvious that an absolutely largest part of

merchant and fishing vessels have been operated beyond the

normative period. This creates threats:

- Disruption of internal maritime traffic, which entails

interruptions in ensuring the livelihoods of the North - Eastern

regions of Russia and forms prerequisites for a humanitarian

catastrophe in these territories;

- Reduction in marine biological resources extraction which

entails a decrease in export earnings to the budget of the Russian

Federation, and may adversely affect the economy of the East Asian

countries which are the main consumers of these products.

We should admit that these problems have not yet been fully

recognized by the federal government of Russia as well as the

leadership of the Far Eastern provinces, which is confirmed by the

absence of any policy documents whose content is aimed at

preventing these challenges. It should be noted that the long-term

plans for the development of the Russian Federation maritime fleet as

a whole are more oriented toward ensuring the export of Russian raw

materials and do not specifically consider the development of the

internal shipping and coastal fishing in the Far East [10].

78

The low level of financial self-sufficiency and heavy

dependence on federal budget subsidies predetermines a practical

inability of the Far Eastern provinces to solve the problem of fleet

modernization independently. According to authors’ estimations, the

budgets of these entities are formed at the expense of their own

incomes by 36.7% - 58.5% only, and the periodically arising budget

deficit is covered by subsidies and subventions from the budget of the

Russian Federation [4; 15]. Table 4

Indicators of the budget system of North – Eastern provinces of

Russia (sample, 2014).

Territory

Consolidated budget

revenues,

billions Rubles:

Budget

sel

f-su

ffic

ien

cy, %

Conso

lidat

ed

bud

get

ex

pen

dit

ure

s,

bil

lions

Ruble

s.

Def

icit

(-

) /

Su

rplu

s (+

) o

f th

e

conso

lidat

ed

bu

dg

et,

in

per

cen

t o

f

inco

me

Total

- including

at the

expense of

the federal

budget and

other third-

party

sources

Kamchatsky Krai 62 399,8 39 466,2 36,7 63 527,1 - 1,8

Magadan Oblast’ 26 831,5 11 172,1 58,4 31 189,4 - 16,2

Sakhalin Oblast’ 155 477,8 8 431,9 94,5 132 371,5 + 14,8

Chukotka

Autonomous

District 21 385,4 10 557,6 50,6 22 339,8 - 4,4

Sakha – Yakutia

Republic

172 332,9 71 407,0 58,5 177 367,4 - 2,9

Khabarovsky Krai 98 449,4 24 614,0 75,0 113 628,5 - 15,4

For reference: Far

Eastern Federal

District 704 640,3 210 592,8 70,1 725 174,8 -2,9

Note: budget self-sufficiency is the proportion of the budget's own

revenues in its consolidated revenues. Source: [14]

79

Note that the current economic development of the Russian

Federation is based on the principles of public - private partnership

and program - targeted development.

Public - private partnership implies cooperation of the state and

business in solving any large-scale social and economic tasks. The

state is responsible for the creation of various conditions and

favorable environment for the implementation of the projects and

awarding of benefits to project participants, while the business

entities accomplish the commercial activities for implementation of

the project goals.

The program - targeted development presupposes that the

solution of the tasks of social and economic development of regions

and industries is carried out on the basis of program planning of

activities adequate in its composition to business planning process.

These principles reinforce the essential role of private initiative,

the participation of private investors in the implementation of social

and economic development of the regions, at least theoretically.

Russian legislation allows foreign investors to participate in solving

social and economic problems on the territory of the Russian

Federation in the manner and under the conditions provided for by the

federal law No. 160-FZ "On Foreign Investments in the Russian

Federation" dated July 9, 1999 [1]. This law has introduced a set of

guarantees to foreign investors, including a guarantee of legal

protection for the activities of a foreign investor, free transfer of

profits and revenues obtained here to the outside financial institutions,

property rights, etc.

Logically following the above mentioned situation analysis and

projecting its results in the perspective of 10-15 years, Russia will

have to update the structure and composition of both internal

merchant and fishing fleet assets in the Far East, building dozens of

freight ships and at least about a hundred large and medium fishing

vessels. Taking into account that domestic shipbuilding industry in

the region is not ready to solve this task, it is proposed to acquire

these assets from NE Asia economies. Namely, from Republic of

Korea, China or Japan which have accumulated top experience and

shipbuilding capabilities.

The implementation of this project may be carried out

according to the leasing scheme within the framework of the

80

UNIDROIT Convention "On International Financial Leasing".

Wherein:

- The foreign partners build and deliver maritime freight and

fishing vessels, acting as a lessor;

- Russian shipping and fishing companies act as customers of

sea vessels, being a lessee;

- State bodies of Far Eastern provinces act as guarantors of

fulfillment of obligations on the part of Russian lessees - shipping and

fishing companies.

As mentioned earlier, the Russian Federation officially

welcomes foreign investments, providing foreign investors with

various benefits. In particular, a system of tax and customs privileges

is provided for leasing operations, the Far Eastern provincial

authorities are empowered to grant individual preferences to foreign

investors, for example, permitting payments for the leasing of fishing

vessels by targeted supply of fish products.

It is also feasible to propose the creation of medium-tonnage

shipbuilding production enterprises for constructing sea-going freight

and fishing vessels on the Pacific coast of Russia, on the basis of

production cooperation with clear distribution of functions. Similar

production scheme has long been successfully used in the Baltic Sea

between Russian and Finnish shipyards. Implementation of this

scheme in the Far East with Korean / Chinese / Japanase partnership

based on the ‘Free Port of Vladivostok’ residents’ mechanism [2] will

guarantee a substantial package of benefits for all sides involved.

The organization and coordination of the proposed forms of

cooperation can be carried out at the regional level. Though power

control mechanisms in modern Russia tend to be hyper - centralized

to a large degree, the Far Eastern provinces still have the appropriate

power capacity fixed by law. This allows trimming and adjusting of

the implementation investment processes in relation to the needs of a

specific region, as well as testing the mechanism of investment on

relatively small projects, which significantly reduces risks and raises

reliability.

The economic results of investments in the above-mentioned

projects seem quite promising. Thus, the renewal of the sea freight

and fishing fleet provides for the supply of several dozen cargo ships

and hundreds of fishing vessels (preliminary assessment). This

provides long-term workload for shipbuilding industries.

81

Maintenance (warranty repair) of the constructed ships and its

technical modernization is another income aspect for the foreign

investors. Other forms of income generation are possible too, for

example, training of service personnel for ships’ equipment. The

substantive content of other forms of income sources may be

determined by interviewing representatives of the Russian maritime

industry.

Minimization of risks for the foreign investors is achieved

through the use of a leasing scheme, in which payment for ships

supplied by foreign shipyards is carried out (according to an agreed

plan) by Russian leasing organizations. The risk of untimely

payments by Russian shipping and fishing companies operating

vessels in leasing will be assigned to Russian leasing organizations.

As indicated above, there are 173 shipping and 254 fishing

companies in the Far East of Russia, whose activities are supervised

by the administrative bodies of seven provinces. To organize and

maintain successful cooperation between Russian and NE Asia

countries it is obviously necessary first to establish direct contacts

with:

- shipping and fishing enterprises of the Far East of Russia, to

analyze their financial and economic situation, identify their needs in

new vessels and technical equipment;

- provincial administrative bodies in the Far East supervising

maritime related activities, to evaluate their interests, priorities,

competence and readiness for cooperation.

We should also take into account the existing and possible

restrictions on the part of national and international legislation

concerning the import of Hi-Tech products, including vessels and

sophisticated ship equipment.

82

REFERENCES

1. Federal law No. 160-FZ "On Foreign Investments in the

Russian Federation" dated July 9. 1999, URL:

http://www.consultant.ru/document/cons_doc_LAW_16283/

2. Federal law No. 212-FZ “On the Free Port Vladivostok”

dated July 13, 2015, URL:

http://www.consultant.ru/document/cons_doc_LAW_182596/

3. Smirnov S.M. (2016), “The Transport and Logistics System

of Russia in the Far East and the Problems of Its Integration with

North – East Asian Economies”, “Russia and the Asia-Pacific: Role,

Interests and Priorities of Regional Security and Accelerated

Economic Development” (Monograph), Vladivostok, FEFU, 240 pp.

4. Vedernikov Y.V. (2016), “375 Years of Russian Navigation

in the Pacific. The Chronicles of Shipping and Shipwrecks”,

Vladivostok, 247 pp.

5. Vedernikov Y.V. (2017), “Substantiation of the Main

Parameters of the Far Eastern Merchant Fleet Development Program

on the Example of Internal Maritime Transportation”, PhD Thesis

(Manuscript)

6. Smirnova O.O, (2012). “Fundamentals of Strategic Planning

in the Russian Federation”, M., “Nauka”, 302 pp.

7. Vedernikov Y.V., Vedernikov D.Y. (2017), “The Present

Cargo Base for Internal Maritime Transportation in the Far East and

Its Influence on Merchant Shipping”, “The Herald of the Volga State

Academy of Inland Transport”, issue 51, pp. 163-171

8. Vedernikov Y.V., Vedernikov D.I. (2016), “The Current

State of the Merchant Fleet Under the Flag of Russia in the Far East”,

“The Herald of the Volga State Academy of Inland Transport”, issue

48, pp. 216-220

9. Smirnov, Sergei (2015), “The Northern Sea Route: Strategic,

Political and Economic Dimensions”, “The KMI International Journal

of Maritime Affairs and Fisheries”, vol. I, June 2015

10. Vedernikov Y.V., Vedernikov D.I. (2017), “State and

Corporate Views on the Development of Maritime Transport in

Russia Today”, “The Herald of the Volga State Academy of Inland

Transpor”, issue 53, pp. 157-164

11. Yuri G. Zhuravel, Sergey M. Smirnov, “The Northern Sea

Route and its Impact on Asia-Pacific”, “Asia-Pacific Journal of

Marine Science & Education”, vol.5, No.2, 2015, pp.1-6

83

12. Strategy for the Development of Maritime Activities of the

Russian Federation until 2030, URL:

http://docs.cntd.ru/document/902250877

13. Register book / Russian Maritime Register of Shipping,

URL: http://www.rs-class.org/

14. Russian Federal Fishery Agency, URL: http://fish.gov.ru/

15. Federal Statistical Service of Russian Federation, URL:

http://www.gks.ru/

84

CONTRIBUTORS

Peter Yu.Samoylenko – Ph.D (political sciences), Associate

professor, Department of public relations and advertising, School of

Humanities of Far Eastern Federal University. As well he’s an expert

in Asia-Pacific Studies Center, Russian Institute for Strategic Studies.

Scientific interests: international processes in Asia-Pacific,

information security and international relations, problems of security

and transparency on Korean Peninsula, Northeast Asia and modern

trends of foreign relations. E-mail: [email protected]

Nikolai I. Pereslavtsev – Head of the Division for Maritime

international studies, Admiral Nevelskoy Maritime State University.

He has about 50 published articles and works in main areas of

interest: Korean Peninsula, inter-Korean problems, international

relations and security in Northeast Asia and Asia-Pacific region. E-

mail: [email protected]

Nikolai M. Anosov - Ph.D. (Engineering sciences), Associate

Professor, Head of the Division of Navigation, Navigation

Department, Admiral Nevelskoy State University. Specialization:

ship handling and management. E-mail: [email protected]

Tatyana E. Malikova – Dr.Sc. (Engineering sciences),

Professor in the Division of Naval Theory and Architecture,

Navigation Department, Admiral Nevelskoy Maritime State

University. Specialization: navigation and naval architechture. E-

mail: malikova @msun.ru

Alexei Yu.Strelkov – Associate Professor, Deputy-head of the

Division of Language Training, Admiral Nevelskoy Maritime State

University. Specialization: Navigation, professional maritime

English. E-mail: [email protected]

Ivan B. Druz – Dr.Sc. (technical sciences), Professor in the

Maritime Technological Department, Division of Mechanical

Engineering, Admiral Nevelskoy Maritime State University. Main

points of interest: construction of ship’s body, soft shells. He has 184

publications. E-mail: [email protected], tlph: +79147070227

85

Mikhail A. Moskalenko – Dr.Sc. (technical sciences),

professor in the Navigation Department, Division of theory and ship’s

equipment, Admiral Nevelskoy Maritime State University. Main

points of interest: construction of ship’s body. He has 124

publications and the medal “300th

anniversary of the Russian fleet”.

E-mail: [email protected]; tlph: +79024812121

Vladislav M. Moskalenko – cadet in the Navigation

Department, Admiral Nevelskoy Maritime State University

Anastasia A.Velikova – senior student of the Faculty of Sea

Transport Management and Economics, Admiral Nevelskoy Maritime

State University. E-mail: [email protected], tlph: +7-9146891665

Sergei V. Pesterev – associate professor of the Faculty of Sea

Transport Management and Economics. He has 40-year experience of

practical work in Russian, joint and foreign shipping companies in the

Arctic, Kamchatka, Sakhalin, Primorye to the port of Singapore, 8-

year experience of pedagogical work in Admiral Nevelskoy Maritime

State University and 36 publications, textbooks and monographs. E-

mail: [email protected], tlph: +7-9147329496

Ekaterina D. Frantsuzova - senior student of the Faculty of

Sea Transport Management and Economics, Admiral Nevelskoy

Maritime State University. E-mail: [email protected], tlph: +7-

9940184755

Denis R.Goryachev - student of the Faculty of Sea Transport

Management and Economics, Admiral Nevelskoy Maritime State

University. Tlph: +7(423)2301222

Darya S. Mazur - student of the Faculty of Sea Transport

Management and Economics, Admiral Nevelskoy Maritime State

University. Tlph: +7(423)2301222

Anastasia M. Smolina - student of the Faculty of Sea

Transport Management and Economics, Admiral Nevelskoy Maritime

State University. E-mail: +7(423)2301222

mailto:[email protected]

mailto:[email protected]

86

Polina P. Zatsepina – senior lecturer in the Division “Safety in

oil and gas complex”, Department of environmental safety and shelf

development, Admiral Nevelskoy Maritime State University.

Scientific interests: sorbents and their application, electrical

equipment, technosphere safety, technological machines and

equipment. E-mail: [email protected]

Ekaterina Yu. Kopayeva, Elena A.Pyak, Victoria V.

Sluchenkova – postgraduate students in Admiral Nevelskoy

Maritime State University. Specialization: technosphere safety

Boris I. Tkachenko – Ph.D. (Economic Sciences), Arsenyev

Prize laureate, Principal Researcher in the Institute of History,

Archeology and Etnography, Far Eastern Division of Russian

Academy of Sciences. Author of more than 470 scientific works,

including individual monographs in such areas of research as

international relations, economy and organization of science and

modern Russian political science. He is a member of Association de

Comptabilite Nationale (France), Russian Geographical Society and

Russian Association of International Studies. Phone: +7(423)2-301-

275. E-mail: [email protected]

Yury V. Vedernikov - Senior Research Fellow, Naval

Museum, St. Petersburg, Russia. He is an expert on the history of

Russian merchant fleet, naval, and in particular, submarine forces,

studies the directions of their use in different natural conditions and

climatic areas. E-mail: [email protected], tlph: +79046057408.

87

ARTICLE ABSTRACTS IN RUSSIAN

Аннотации и ключевые слова

Самойленко, Пётр Юрьевич

Имидж Владивостока как морского города и проблемы

международного сотрудничества России со странами АТР

В статье рассматриваются проблемы имиджа

современного Владивостока как крупнейшего российского порта

на Дальнем Востоке России и на побережье Тихого океана c

точки зрения брендинга территории. Реализуемые в этом регионе

ориентированные на иностранный капитал проекты так

называемого «Восточного вектора» - «порто-франко»,

Территории опережающего развития (ТОРы) и другие

необходимо связать с имиджем Владивостока как морского

города, используя исторические факторы, что будет отвечать

современным российским национальным интересам.

Ключевые слова: Азиатско-Тихоокеанский регион,

Владивосток, Северо-Восточная Азия, Россия,

внешнеэкономическое сотрудничество, территории

опережающего развития, средства массовой информации,

туризм, морские порты, судоходство

Переславцев, Николай Иванович

Положение северокорейского порта Расон в

логистической схеме Южного Приморья и Дальнего Востока

Находящийся неподалеку от стыка границ Российской

Федерации, КНР и КНДР северокорейский порт Расон издавна

привлекает внимание, как в силу своего географического

расположения и экономических возможностей, так и регулярно

обострявшейся до последнего времени военно-политической

ситуации на Корейском полуострове и вокруг него. Россия и

Китай держат этот район в сфере постоянного внимания,

предполагая через расширение своего экономического

присутствия усилить политическое влияние для обеспечения

собственных интересов. Причем, если главные китайские усилия

направлены на монополизацию товарно-сырьевого и

промышленно-финансового рынка Расона и в несколько

меньшей степени на транспортные аспекты, россияне наоборот,

88

сосредоточены на логистических моментах. Еще в 2013 году

была введена в строй реконструированная совместными

усилиями россиян и северокорейцев железнодорожная

магистраль Хасан-Рачжин, вложены значительные средства в

модернизацию портовых причалов и инфраструктуры. Планам

использования Расона придавалось большое значение и теперь

пришло время, опираясь на анализ объективной экономической

ситуации, подвести некоторые итоги. Насколько оправдались

имевшиеся ожидания? По каким причинам часть из них так и

остались нереализованными? Что сделать для исправления

ситуации, по каким направлениям можно использовать Расон

наиболее эффективно в ближайшем будущем с экономической и

политической точек зрения? Автор использует известные факты

для анализа и формулировки выводов, отвечающих на

вышеизложенные вопросы и развивающих вытекающие из них

моменты.

Ключевые слова: Расон, Корейский полуостров, логистика,

портовые причалы, эффективность

Аносов, Николай Михайлович; Маликова, Татьяна

Егоровна; Стрелков, Алексей Юрьевич

Способ формирования и крепления штабеля

пакетированных грузов на палубе судна

Статья посвящена вопросам безопасной перевозки

смещающихся грузов на палубе судна. В частности,

рассматривается возможность перевозки пакетированных грузов

с использованием способа крепления между собой пакетов в

каждом ярусе штабеля с помощью специальных устройств –

башмаков трехмерного типа. Данные устройства изначально,

еще до операции погрузки на судно, применяются для

формирования и фиксации пакетов, а затем в ходе погрузки

пакетов на палубу и люковые крышки служат для формирования

укрупненных грузовых единиц – ярусов штабеля.

Ключевые слова: технология крепления, пакетированные

грузы, штабель пиломатериалов, регулирование смещаемости

грузов

89

Друзь, Иван Борисович; Москаленко, Михаил

Анатольевич; Москаленко, Владислав Михайлович

Разработка сервисной Е-платформы логистики веса

морских контейнеров

Большая часть товаров в мировой торговле перевозится

морем в контейнерах. Поэтому, контейнер это основной элемент,

без которого сегодня невозможно обойтись при создании е-

технологий для судов и портов. С учетом развития новых высоко

автоматизированных судов типа MASS, баланс «умных портов»

и судов будет достигаться, прежде всего, путем взаимодействия

на основе цифровых е-технологий.

Целью настоящей работы является выработка алгоритма

для цифровой трансформации беспилотных операций с

морскими контейнерами.

Ключевые слова: е-технология, логистика, вес, морской

контейнер, идентификатор.

Великова, Анастасия Александровна; Пестерев, Сергей

Владимирович; Французова, Екатерина Дмитриевна

Исследование потребности в прибрежных пассажирских

перевозках в Дальневосточном регионе

Описывается одна из главных проблем сегмента транспорта

в Дальневосточном федеральном округе России причины этой

проблемы. Приведены данные статистики об объеме перевалки

контейнеров в ВМТП и данные об объеме туристического потока

из КНР в Дальневосточный федеральный округ. Предлагаются

условия для осуществления морских пассажирских и

туристических перевозок на Дальневосточном морском

бассейне. Рассматривается перспектива предоставления

Владивостоку режима открытого порта. Обосновывается

возможность развития круизного судоходства в азиатско-

тихоокеанском регионе в условиях реализации режима порто-

франко.

Ключевые слова: въездной туризм, морские пассажирские

перевозки, регион, основные порты, динамика туристических

потоков, пассажирское судно, судостроение

90

Пестерев, Сергей Владимирович; Горячев, Денис

Романович; Мазур, Дарья Сергеевна; Смолина, Анастасия

Михайловна

Перспективы создания международного транспортного

коридора «Приморье-3» с учетом процесса межкорейского

сближения

Авторы статьи рассматривают торговые отношения между

Россией и Северной Кореей, обсуждают перспективы,

вытекающие в целом из политического и делового

взаимодействия между Россией и КНДР. Также они анализируют

вероятные финансовые выигрыши и другие преимущества

использования международного транспортного коридора

«Приморье-3», например увеличение российских экспортных

грузопотоков в страны АТР. На основе этого, получат стимул к

постепенному росту также экономики стран, прилегающих к

транспортному коридору.

Ключевые слова: торговые отношения, транспортный

коридор, воссоединение Южной и Северной Кореи,

экономическое развитие Приморского края.

Копаева, Екатерина Юрьевна; Пяк, Елена

Александровна; Слученкова, Виктория Владимировна;

Зацепина, Полина Павловна

Сравнительная характеристика нефтеёмкости,

плавучести, и влагоёмкости сорбентов при разливах темных

и светлых нефтепродуктов

Цель статьи заключается в рассмотрении особенностей

поведения сорбирующих материалов при ликвидации светлых и

темных нефтепродуктов. Приведены результаты лабораторных

опытов и результаты расчетов основных характеристик,

учитываемых при выборе сорбента, а именно нефтеемкость,

влагоемкость и плавучесть. Проанализированы особенности

изменения данных характеристик, в зависимости от вида

нефтепродукта и выделены единые характерные особенности

при работе на каждом из них.

91

Ключевые слова: сорбент, нефтеёмкость, влагоёмкость,

темные нефтепродукты, светлые нефтепродукты

Ткаченко, Борис Иванович

Территориальные споры в Южно-Китайском море.

Парасельские острова

В статье рассматривается Парасельский архипелаг как

объект одного из международных территориальных споров

(между Китаем и Вьетнамом) в северной части Южно-

Китайского моря. Описана физическая география и историческое

прошлое Парасельских островов. Проанализированы текущие

позиции Китая и Вьетнама по территориальной юрисдикции

Парасельских островов, показана их экономическая и

стратеическая важность. Затрагиваются проблемы

принадлежности Парасельских островов, а также делимитации

исключительных экономических зон и континентального

шельфа.

Ключевые слова: Южно-Китайское море, Парасельские

острова, территориальные споры, Сан-Францисский договор,

Китай, Вьетнам, исключительные экономические зоны,

континентальный шельф, международное морское право

Ведерников, Юрий Владимирович

Модернизация активов торгового и рыболовного флота

на российском Дальнем Востоке

Текущее состояние активов торгового и рыболовного флота

РФ, осуществляющего внутренние грузоперевозки и рыболовные

операции в восточном секторе Арктики и соседних

дальнвосточных морях, является, определенно, не самым

лучшим. С учетом высокой степени физического и морального

износа большей части судов под российским флагом, а также

необходимости выполнения задач, посталвенных Морской

стратегией России, становится необходимым представить

механизмы радикального обновления существующего флота.

Двумя вероятными направлениями программы модернизации

являются приобретение в лизинг торговых и рыболовных судов в

соседних странах СВА и установление сотрудничества с

92

ведущими иностранными судостроительными предприятиями.

Региональные власти на Российском Дальнем Востоке могут

выступить гарантами зарубежных инвестиций путем изменений

текущей ситуации во внутреннем законодательстве.

Keywords: торговые суда, рыбловные суда, инвестиции,

лизинг торговых и рыболовных судов

93

Asia-Pacific Journal of Marine Science & Education

(Журнал о морской науке и образовании в АТР)

VOLUME 8, No. 2, July, 2019


ISSN 2306-8000 (Online)

Date of publication, July 15, 2019/

Дата выхода в свет, 15 июля 2019 г.

Registered with the Federal Service for Supervision in the Sphere of

Telecom, Information

Technologies and Mass Communications. Registration certificate ПИ № ФС

77-44105 of March 09, 2011

Зарегистрировано Федеральной службой по надзору в сфере связи,

информационных технологий и массовых коммуникаций

Свидетельство о регистрации ПИ № ФС 77-44105 от 9 марта 2011 г.

Executive Editor Nikolai. I.Pereslavtsev/

Исполнительный редактор Н.И.Переславцев

Founded and published two times a year by

Adm. Nevelskoy Maritime State University/

Учрежден и публикуется два раза в год Морским

Государственным Университетом имени адм. Г.И.Невельского

Address of the Founder and the Editorial Board:

50a Verhneportovaya st., Vladivostok, Russia, 690059

Адрес Учредителя и Редакции – 690059, Россия, г. Владивосток,

ул. Верхне-Портовая, 50а

E-mail/Эл.почта: [email protected], [email protected]

Phone/Fax/Тлф/Факс: +7(4232) 301-275

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