Международные Транспортные Коридоры (МТК) в России: Особенность Подготовки Персонала

막심 바가토프,안드레이 하멘꼬 배재대학교 한국-시베리아센터 2009 한국시베리아연구 Vol.13 No.2

The acceptance of the national transport policy by the State Council of the Russian Federation – the event not only for the Russian transport system, but it is also the reference points for all sectors of the economy and all walks of life. This forecasting was done for the near 10 years as for future prospects there were no accurate reference points for the development of economic sectors and the economy as a whole, as well as for the geographical redistribution of productive forces, and hence, the commodity streams. The previous formations’ experience, especially the last decade experience and not only Russian but also of the world community is enclosed in this strategy. It is possible to establish the fact that the Russian transport systems for the past decade went through many hardships of basic structural reforms. The transport became a market oriented infrastructure. The railway transportation reforming is in working order. Being reformed the transport itself did not become a brake in transformation and change-over on new economic relations, as well as in all economic sectors development. In parallel there was a dynamic creation of new transport tracks and new transport terminals. Irkutsk State Transport University directs its efforts to research-educational services connected with the Russian transport strategy development, predetermines the attention to complex problems especially to safety and transportation processes quality, their conformity to the international requirements, rolling stock operation reliability, rational and effective material resources use, close connection with the regional economy. Globalization influence, the information technologies introduction, more and more extended decision-making automation, the statement of the raised quality as an decided advantage in the services world market –it all has led to the management model change of the organizations and human resources in the transport sphere. Today, as never before, it is very important for railway transportation universities to consolidate their efforts with their Russian and foreign partners, to look for ways and instruments allowing not only to satisfy the demand for transport services, but also to form it on the basis of a joint strategy. Принятие Государственным Советом Российской Федерации национальной транспортной политики – знаменательное событие не только для транспортной системы России, но это и четкие ориентиры для всех секторов экономики, всех слоев населения по социальному обеспечению возможности передвижения. Построение прогноза делалось на ближайшие 10 лет, поскольку, на последующую перспективу нет четких ориентиров развития экономических секторов и экономики в целом, а также географического перераспределения производительных сил, а, следовательно, и товарных потоков. Можно констатировать, что транспортные системы за прошедшее десятилетие прошли тяжелый путь базовых структурных преобразований. Транспорт стал рыночно ориентированной инфраструктурой. Полным ходом идет реформирование железнодорожного транспорта. Реформируясь, сам транспорт не стал тормозом в преобразовании и переходе на новые экономические отношения, а также в развитии всех секторов экономики. Параллельно шло динамичное создание новых транспортных путей и новых транспортных терминалов. Предыдущий опыт формирования, особенно опыт последней декады и не только российский, а также всего мирового сообщества включен в эту стратегию. Ориентация Иркутского государственного университета путей сообщения на научно-образовательные услуги, связанные с развитием транспортной стратегии России, предопределяет внимание к комплексным проблемам, среди которых главное место занимают безопасность и качество перевозочных процессов, их соответствие международным требованиям, надежность эксплуатации подвижного состава, рациональное и эффективное использование материально-технических ресурсов, глубокая связь с региональной экономикой. Влияние глобализации, введение информационных технологий, все более распространяемая автоматизация принятия решений, утверждение повышенного качества решающим преимуществом на мировом рынке услуг – все это привело к изменению модели управления организациями и человеческими ресурсами в сфере транспорта. Сегодня как никогда важна консолидация усилий вузов железнодорожного транспорта, их российских и зарубежных партнеров для поиска путей и инструментов, позв ...

러시아의 국제운송회랑 정책과 한국의 기회: ‘프리모리예-1/프리모리예-2 운송회랑’ 및 ‘북극해 회랑’을 중심으로

SLEPCHENKO VADIM 서울대학교 러시아연구소 2020 러시아연구 Vol.30 No.2

Russia with its significant territory has great potential in terms of economic cooperation with other countries. In particular, it is very attractive to them with transit of goods through its territory. Moreover, most of the main international transport routes can potentially pass through Russia thanks to benefits of its geographic location. In order to take advantage of the favorable geo-location, the Russian government is currently implementing four projects of international transport corridors, namely “North - South", "Western Europe - Western China", "Primorye-1/Primorye-2" and the “Northern Marine Corridor”. Among them, the last two are directly related to the Republic of Korea. The Northern Marine Corridor is of considerable interest for the Korean government. After the administration of President Moon Jae-in came to power, Korea began to pursue an active policy in developing this route. This policy is expressed in the development of a strategy, whose practical implementation is the “Nine Bridges Plan”, the “Arctic Circle Assistance Basic Plan” and the “New Northern Policy”. In fact, despite the merits of this corridor, it is still impossible to speak with great certainty about its future exploitation as a whole. The vulnerability of this project is that transport companies using this route are dependent on the services of nuclear icebreakers in winter. All this reduces its advantages, since the cost of passing this corridor may exceed the cost of transporting goods through the Suez Canal. As for the Primorye-1/Primorye-2 project, which connects the three northeastern provinces of China with Russian ports by the shortest route, the Korean government has not yet given it due attention. However, in the future, this corridor may become a promising route for Korean transport companies. 영토가 광활한 러시아는 통과화물 유치 능력에 있어 발전 가능성이 크다. 유리한 지리적 위치로 인해 대부분 주요 국제운송로들이 러시아를 다양한 방식으로 통과할 수 있기 때문이다. 지리적 조건의 장점을 최대한 활용하기 위해 러시아 정부는 현재 4개의 국제운송회랑 프로젝트를 실시하고 있는데 ‘남북국제운송회랑’, ‘서유럽-서부중국 국제운송회랑’, ‘프리모리예-1/프리모리예-2 운송회랑’, ‘북극해 회랑’이 그것이다. 이중 마지막 2개의 프로젝트는 한국에게도 유망한 사업이 될 수 있다. 특히 북극해 회랑 프로젝트에 한국정부는 상당히 많은 관심을 보이고 있다. 문재인 정부 출범 이후 북극해 항로(북극해 회랑)에 대해 적극적인 관심을 보이기 시작하였으며 구체적인 추진전략이 ‘9개 다리 행동계획’, ‘북극권 진흥 기본계획’, 그리고 신북방정책에 포함되었다. 사실상 이 프로젝트는 많은 이점에도 불구하고 그 미래는 불투명하다. 연중 항해를 위해 이 항로를 이용하는 운송회사들은 원자력 쇄빙선 서비스를 이용해야 하고, 낮은 수심과 좁은 해협 조건에서 도선사 서비스를 이용해야 하기 때문에 북극해 회랑 통과 소요 비용은 수에즈 운하 통과 비용보다 더 많이 발생할 수 있는 것이다. 반면 중국 동북3성을 최단 거리로 항구와 연결하는 프리모리예-1/프리모리예-2 프로젝트는 현재 한국 정부로부터 충분한 관심을 받고 있지 않은 상황이지만, 이 운송회랑은 앞으로 한국 운송기업에게 유망한 운송로가 될 수 있다.