Магистрант 1 курса; Национальный исследовательский университет «Высшая школа экономики»
г. Санкт-Петербург, Россия
E-mail: kapustinv.v94@gmail.com
Тулупова Екатерина Андреевна
Магистрант 1 курса; Национальный исследовательский университет «Высшая школа экономики»
г. Санкт-Петербург, Россия
E-mail: eatulupova@mail.ru
Научный руководитель – Лукинский Валерий Сергеевич
д.т.н., профессор, заслуженный деятель науки РФ, руководитель
департамента Логистики Национального исследовательского университета– Высшая школа экономики,
г. Санкт-Петербург, Россия
E-mail: vslukinskiy@hse.ru
The current stage of Russia's economic and social development is characterized by increasing of foreign economic relations, implementation of transit potential, and grown up competitiveness of domestic products and services. Favorable geopolitical position allows Russia to claim one of the first places in the world transport and economic system, as a trading partner and a transport bridge between Europe and Asia.
One of the main directions of Russian foreign policy in the last years has been the Asia-Pacific region. As a result of constant increasing volume of turnover between Western Europe and Asian countries, close attention is being paid to the choosing of the most efficient logistics system for providing and optimizing the transit flow.
At the moment, there are a lot of transit routes used by various modes of transport for the delivery of goods from China to Europe.
The main flow of goods from China is delivered via the sea transportation in containers through the Suez Canal, the volume of freight turnover in 2017 was 75 million TEU. Despite the fact that this type of transportation is the most demanded, speed of delivery is the largest in comparison with other modes of transport, which leads to an increase in logistics costs.[1]
The second largest cargo turnover is transit routes using railway transport, the volume of freight turnover in 2017 amounted to 5 million TEU that pass through the territory of Mongolia, Russia and Belarus. This type of transportation is the most effective for the time of delivery and the cost of transportation. The main transport node for transit on railway is Moscow. Most of the cargo flows pass through this transport node, where consolidation, storage and formation of further shipments take place.
Every year the volume of transported goods from China increases 2 times. It results in a heavy load on the Moscow transport node. As a result, significant costs arise, which are characterized by idle carriages on the access roads and an increase in the time for the further train cargo composition.
To solve this problem it is necessary to consider other transport nodes that can unload the Moscow transport node and reduce the overall logistics costs for the transit of goods from the Asia-Pacific region. This transport node is St. Petersburg. It is the least loaded transit cargo node and it has a large transport capacity.
Transit routes for the transport of goods from the Asia-Pacific region to Europe:
Route 1. (Sea transportation) Ports of China (Shanghai, Ningbo-Zhoushan, Xiamen) - Suez Canal - Ports of Europe (Hamburg, Trieste);
Route 2. (Railway transportation) Shanghai - Zamyn-Uud - Naushki - Moscow - Brest-Severny - Cities of Europe;
Route 3. (Railway transportation) Shanghai - Zamyn-Uud - Naushki - St. Petersburg - Brest-Severny - Cities of Europe;
Route 4. (Railway transportation + Sea
transportation) Shanghai - Zamyn-Uud -
Naushki - St. Petersburg - Delivery by sea to the ports of Europe (Hamburg). [2] 
Figure 1. Transit routes for the transport of goods from the Asia-Pacific region to Europe
To determine the optimal logistics route for the delivery of goods from China to Europe, it is necessary to compare the tariff value for the four above-mentioned options. The results of calculation of the cost of the transportation tariff are presented in Table 1.
The presented data show that the lowest cost of transportation comes to Route
1. The second cheapest way of transportation is
Route 4, which passes through the transport hub of St. Petersburg. It is clearly seen in Figure
2. In order to
verify this accurately, it is necessary to take into account all of the
logistics costs that arise during the transportation process. To determine the
logistics costs, the general logistics costs model analysis will be used.
[3] 
The general logistics costs model analysis
takes into account all key logistical costs, such as insurance stock, storage
of the current stock, added value, etc. The analysis will take into account the
transportation of several goods, different costs and volumes per year in two
key areas, the port of Hamburg and the port of Trieste. [4] The results of the
calculations are presented in Table 2.
According to the calculations, it can be concluded that when transporting a more expensive product, Route 4 will be the most effective, since the time spent on this route is the shortest and the annual logistics costs will be minimal. The increase in the delivery time of the cargo leads to an increase in logistics costs (stocks in transit, insurance stocks), therefore, the period of its implementation increases. Transport node of St. Petersburg, has one of the most high-performance logistics infrastructure and is the least loaded compared to others. Route 4 passing through St.Petersburg opens up new opportunities, such as consolidation and further sea shipping of cargo to all ports of Europe. This transport node will help diversify and bring to the next level the existing logistics routes for the delivery of goods from the Asia-Pacific region to the cities of Europe.
References:
1. Контейнерные перевозки [Электронный ресурс] Infranews: Транспорт и Логистика:электрон.науч.журн.2018. URL:http://infranews.ru/logistika/zheleznaya-doroga/50601-kolichestvo-kontejnernyx-poezdov-mezhdu-kitaem-i-evropoj-v-2017-godu-prevysilo-327-tys-rejsov/
2. Лукинский В.С., Лукинский В.В., Плетнева Н.Г. Логистика и управление цепями поставок: учебник и практикум для академического бакалавриата. М.: Юрайт, 2016. 359 с.
3. Носков А. А. Методы оценки эффективности транспортно-логистических операций в цепях поставок, Диссертация 2012. 130 с.
4. Аникин Б.А. Логистика: Учебное пособие. М.: ИНФРА-М, 1999. 327 с.