ОСОБЕННОСТИ РАЗВИТИЯ ТРАНСПОРТНОГО СЕКТОРА И ЕГО ВЛИЯНИЕ НА УКРЕПЛЕНИЕ НАЦИОНАЛЬНОЙ ЭКОНОМИКИ

Management of the railway system was formed under the influence of two factors: dynamics of growth of interregional and inter — Republican cargo flows as a result of the development of mineral deposits and virgin lands and, secondly, the growth of transit traffic. Railway transport of the Republic copes well with service of interregional, inter-Republican and transit cargo transportation, the network for cargo transportation between the regions is somewhat worse prepared.

Over the past decade, new highways have begun to form, crossing the Eurasian continent in the East-West direction and in the Meridian direction: the formation of the Eurasian land transport network of the XXI century, the basis of which are the Railways, has begun [1].

The existing network of railway transport routes in the center of Eurasia is shown in table 1.

Table 1 — Railway transport routes in Eurasia.

Source: compiled by the author on the basis of the studied material.

Existing transport corridors through Kazakhstan, Russia and Belarus can be significantly developed to increase transit from Asia to Europe. Eurasian transit has already generated various projects, in particular, going on for a long time outside the territory of the Community States. Obviously, there is a need for such routes, but the competition for attracting international cargo traffic can be acute. The sooner the countries of the Community determine their position on this issue, the more likely they are to direct these flows through their territory.

The condition of some transport hubs currently limits the development of productive forces in their service area, so it is necessary to increase the capacity of the most important sections of the road by building second tracks and re-equipping existing narrow-gauge tracks. The importance of strengthening the material — technical base rail sectors in General, the use of advanced means of traction, elongation and relaxation of the direct paths of precinct stations, etc. Today, the share of energy traction in the total freight turnover of railway transport accounts for about 41%, and diesel traction — more than 51% [2].

In order to improve the configuration of the railway network of Kazakhstan, experts put forward two solutions. The first is the connection to major dead-end lines, which account for 1/3 of the country’s rail networks. The second is the construction of new Railways. However, it is necessary to take into account the specifics of the solution of the resource potential of the Republic. It seems that the complete elimination of dead-end lines is hardly appropriate. But the construction of new roads requires large investments. Therefore, it is necessary to scientifically substantiate the quantitative and qualitative parameters of the development of the productive forces of a region in the future and link them with specific capital investments per 1 km of Railways.

Railway transport reform in the context of globalization and its impact on the economy has a number of features. Railway transport is the most capital-intensive mode of transport. Another feature is that the technological continuity of the entire production transportation process, close inextricable links of hundreds of enterprises of shippers and consignees are necessary. This means that no link in the railway sector, whether it is a section of the road or a passenger car, can operate on individual parameters.

Since the railway network of Kazakhstan is continued in other CIS republics, within the economic Union it is necessary to have a common technique — a regulatory policy in the railway sector.

As you know, the railway network of Kazakhstan, in addition to the main line, has numerous access roads, which belong to various enterprises, they contain and operate. In these farms it is possible to co-exist diverse forms of ownership: private, joint-stock, etc. But the prerequisite is the compliance of the dead-end lines with the relevant technical standards.

Railway transport has a huge complex of loading and unloading devices, a wide network of enterprises for the production and repair of machines, for the production and preparation of spare parts, etc., where public, joint-stock and private enterprises can develop.

In the development of diverse forms of management, the main condition is to establish reasonable prices for products and services, reliability of partners and compliance with generally accepted norms and standards [3].

For Kazakhstan and the Central Asian republics, the TRANS-Asian railway is important because it reduces the distance of transportation to the Pacific coast and the Central regions of China and SU — AR (Xinjiang — Uygur Autonomous region), compared with the existing connections through the TRANS-Siberian railway of Russia by 600-4000 km, depending on the destination, which leads to a reduction in the time of delivery of goods by 18-20 days [4].

Now, when Kazakhstan is shrouded in a network of Railways, there are all the prerequisites for the normal functioning, there is a problem of management of the railway enterprise.

The importance of transport as a factor of national competitiveness and sustainable growth has increased dramatically in recent years [5].

Thus, since 2017, the share of the transport industry in the country’s GDP is not less than 8 % (in 2017 — 7.9%, in 2018 — 8.3%, in 2019 — 8.3%).

Table 2 — Operational length of Railways for General use

Note: * South Kazakhstan region was renamed into the Turkestan region with the administrative center in the city of Turkestan.

Over the past 10 years, the total investment in infrastructure, transport and logistics assets and competencies amounted to about 30 billion US dollars (stat.gov.kz).

During this period, more than 2 thousand km of Railways were built, 6.3 thousand km of roads were reconstructed, port capacities in the Caspian Sea were increased to 23.5 million tons, reconstruction was carried out at 15 airports (runway) [6].

The active construction of infrastructure in General has had a positive impact on the performance of Kazakhstan in the relevant international rankings.

From 2013 to 2019, our position on the «quality of infrastructure» indicator in the world economic forum’s global competitiveness Index improved by 14 points.

From 2016 to 2018, we climbed from 88th to 77th in the world Bank’s logistics performance Index. In accordance with the state Program «Nurly Zhol», in 2020 we plan to take 40th place.

Work on the elimination of infrastructure restrictions continues within the framework of the state Program «Nurly Zhol» [7].

The head of state in his recent Address to the people of Kazakhstan «New opportunities for development in the conditions of the fourth industrial revolution» set a specific task: in 2020 to provide income from transit to 5 billion us dollars.

Today, Kazakhstan as the main land transit between Europe and Asia has created the basic infrastructure conditions for transit as a high-income source of the economy. At the same time, Kazakhstan’s architecture of transcontinental transit corridors is being formed in the conditions of tough competition for attracting transit. Nevertheless, we were able to offer a competitive alternative to traditional trade routes (southern sea route, TRANS-Siberian railway) [8].

Already today delivery of cargo from Asia to Europe through Kazakhstan is real for 12-15 days. The southern sea route takes 45-60 days, the TRANS-Siberian railway-18-20 days. Since 2017, the total volume of container traffic in transit through Kazakhstan has been growing steadily with an increase of up to 60 % (in 2017 — 212 thousand TFE (twenty — Foot equivalent), in 2018 — 245 thousand TFE or 15%, in 2019-347.5 thousand TFE or 41%) [9].

At the same time, railway infrastructure projects are still being implemented. Last year, the construction of the second track on the Almaty — Shu section was completed, which contributed to the increase in transit from China to Europe, Central Asia, the Persian Gulf and back.

Sources used

1. Agreement of the Heads of the member States of the Eurasian economic Community «on carrying out a coordinated policy on the formation and development of transport corridors of the Eurasian economic community» dated March 24, 2005. N 205 Astana.
2. Bota D. Baitarakova, Rayhan K. Turysbekova, Farrukh A. Gajiyev, Zhuldyz K. Subebaeva, Makpal T. Syrlybaeva, Barkhudar Sh. Gussenov. (2018). Using the principles of project financing as an effective instrument of management of transport infrastructure (Using elements of public — private partnerships). Espacios. Vol. 39 (Number 19). Page 42.
3. Gobeman S. (1986). Fundamentals of International Business Management. Englewood Cliffs. NJ. Р. 335.
4. Gussenov B. Sh. (2015). Development of foreign economic activities in the age of globalization Tutorial LAP LAMBERT Academic Publishing, p. 316.
5. Isaenko E. P, Nusupbekova G. S. (2011). On the necessity of reconstruction of the roadbed of the mainline Railways of Kazakhstan // Innovative technologies in development of transport-communication complex of Kazakhstan: Proceedings of the int. scientific.- tech. Conf.- Almaty: KIPS, P. 19-22
6. Kenzheguzin M. B. (2005). Transit potential of Kazakhstan: reality and prospects // Materials of international conference «Prospects of Central Asia as a transit bridge between Europe and China», KISI, Almaty, 26 April.
7. State program of infrastructure development Nurly Zhol for 2015-2019. http://stat.gov.kz
8. Statistics for 2008-2020 (by periods). The Committee on statistics http://www.stat.gov.kz/ 2020.
9. Transport strategy of the Republic of Kazakhstan until 2020. http://adilet.zan.kz/rus/docs/P050000075_