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Человек язык общество материалы международной научной конференции (6 октября 2006г.) Хабаровск Издательство тогу 2006

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The heart of the russian far east
The main aspects of competition formation
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THE HEART OF THE RUSSIAN FAR EAST


1.Тhe natural resources of Khabarovsk territory

The Khabarovsk Territory, with a total area of 320 thousand square miles and a population of 1.8 million people, was formed in 1938.

The territory is situated in the very centre of the Far East and borders on the Magadansky and Amursky regions, the Maritime Territory, Yakutia and China.

The eastern part of the Khabarovsk Territory is washed by the waters of the Sea of Japan and the Sea of Okhotsk. The topography of this territory is characterized by mountains which are not very high, about 6,000 – 7,000 feet. The Central Amurskaya Lowland occupies the very middle of the Khabarovsk Territory.

There are many rivers and lakes in this area. The longest river is the Amur (about 2,700 miles), one of the ten longest rivers in the world. The Amur River is very important for transportation.

The climate of the territory is typically monsoonal which is characterized by very strong winds. The average winter temperature drops to -15 – 20 0F. In summer it gets very humid and temperatures reach 75 – 80 0F, sometimes up to 90 0F.

The Khabarovsk Territory is very rich in mineral resources: tin, wolfram, copper, silver, zinc, lead, gold, iron and brucite.

The Far East is known for its peculiar combination of flora and fauna from the North and the South.

Different trees and shrubs mingle forming a wonderful mozaic. Many places are untrodden by man and make a paradise for animals.

The forest is called “green gold “. The stock of wood of the territory is more than 13 billion cubic metres of about 200 different varieties. The most valuable species are ash, oak, spruce, birch and cork-tree.

Ginseng, often called the “root of life”, is the most unique plant of this area. For many centuries people have believed that ginseng is somewhat like a panacea. The most valuable part of this plant is its root which can reach 20 – 25 inches in length. Here is a legend about the miraculous ginseng:

“Once upon a time there lived two hostile tribes. One of them was called the Gin-Seng tribe. Brother Gin-Seng and his sister May belonged to this tribe. Once, during a fight with enemies Gin-Seng captured a handsome young man. May and the captive fell in love with each other at first sight. But their happiness did not last long for Gin-Seng was strongly against their love. Being an honest soldier, Gin-Seng decided to challenge his sister’s beloved to a duel during which he was killed. May went mad with grief and despair because of her brother’s death and fled to the taiga. She cried bitterly on her way, and where her tears dropped there appeared delicate blue flowers of the ginseng plant which resembled her tears.”

Far Eastern fauna is also diverse. There are 110 types of mammals: sables, beavers, sea-otters, leopards, wolves, lynxes, racoons, squirrels, foxes, weasels, wolverines, roes, hares, reindeer, elks and others.

The tiger is the biggest of all wild cats, reaching a length of ten feet. The Ussuri tiger belongs to the group of endangered species. Its sumptuous coat is a wonderful camouflage, making it invisible in the woods. The tiger is amazingly hardy; it can withstand hard frosts and deep snow. Its long warm coat and a layer of fat protect the tiger from the cold. Nor does it fear heat. Tigers are excellent swimmers and usually prey near water, mostly on hoofed animals but their gastronomical tastes are wide-ranging. Tigers mature very slowly. A full-grown tiger can weigh as much as 700 pounds. At the age of four, a female tiger typically has a litter of 2 or 3 but no more than 50% of cubs survive.

The Ussuri tiger was hunted till 1947. The unlimited demand and high prices of its meat, bones, whiskers and skin from which different medications, amulets and carpets were made, made hunting tigers worth the risk. Tigers are easily bred in captivity and live there much longer. But there are less than a hundred of them left wild in the area. Normally tigers do not attack people. If you meet a tiger, never make sharp movements and step back slowly, but never turn your back to a tiger.

The Khabarovsk Territory is washed by the Sea of Okhotsk, one of the coldest and shallowest seas in Russia. Despite this fact, the flora and fauna of this area is varied. Aquatic mammals of the Sea of Okhotsk are represented by fur-seals, common seals, walruses, sea lions and sivutchies. They are graceful and powerful animals and feed on fish and other marine life. On land they are slow and clumsy. Female sea lions can be captured young and trained for circus performances because they are very intelligent and have a fine sense of balance.

Many beautiful fairy-tales and legends try to explain the uniqueness of Far Eastern natural environment. One of them says:

“After the creation of the world God began to sow it with vegetation. He sowed the North with stunted and frost-resistant plants and settled animals of great endurance there. Moving to the South, the Creator sowed heat-loving plants and settled warm-blooded animals. Soon he felt tired and decided to have a nap but an hour later angels broke his sleep as they found the Creator’s mistake – there was nothing sowed in the very far East of the earth. As the seeds left were for both, for the South and the North, the Creator decided to use them all for the barren area. That particular area was our homeland – the Far East of Russia.”

This legend fully describes the very unusual combination of the plants in the Far Eastern taiga where one can find tundra underbrush and light conifers side by side; a walnut growing near a cedar, a birch-tree beside a bamboo.

2.The Amur river

The Amur River is one of the greatest rivers in the world. It is the 9th in size of river basin and the 8th longest. The Amur is the second longest river in Russia. This river originates in Siberia, east of lake Baikal, and empties into the Tatar Straight of the Okhotsk Sea which is the north-west extremity of the Pacific Ocean.

The Amur River runs through 3 different regions: the Chital, Amur and Khabarovsk Territories. As one of the greatest rivers of the country, the Amur is divided into three parts: the upper, the middle and the lower Amur. The total length of the Amur is 2,700 miles. The distance from Khabarovsk to the Pacific Ocean is 600 miles and it takes 44 hours to reach its estuary by ship.

There are several versions of the origin of the word “Amur”. Since ancient times the valley of the Amur River was populated by aboriginal and oriental-looking people: Nanai, Nivkhi, Udege and Ulchi, as well as Chinese. All of them called this river, which fed and watered them, by different names. Some names sounded similar, some not. Nivkhi, for example, used to call it “the Yamur” which means “big water”. The Tunguss word “Amur” means “good world”. The indigenous people used to greet the first Russian explorers with this word.

The Amur River historically provided the main link between the small settlements along the river and the more sophisticated, well-connected city of Khabarovsk. Archeologists all over the world know a small village not far from Khavarovsk called Sikachi-Alayan. It is a national Nanai village. The language and culture of the Nanai is very similar to the Manzhurian people. The petroglyphs, various pictures carved on the rocks of Sikachi-Alyan, are reminders of many centuries ago. Most of the petroglyphs depict animals, masks and snakes. They were first discovered in Russia in 1894 and in 1895. These images of the ancient cultural heritage of the local ethnic group are now protected and preserved by the regional government.

New excavations are organized annually in the basin of the Amur to help to expand our knowledge of this region. And it was discovered that the Amur River used to be one of the routes from Asia to America as well as a route to the world-famous Silk Road. Archeological finds at the former sites of aboriginal camps prove the historical and cultural links to local ethnic groups with the peoples of central Asia and Polynesia.

Russian people began to explore and populate these so-called “no-man’s lands” from the 17th century onwards. Fertile soil in the valley of the Amur River promised good harvests. Vast coniferous forests known as taiga boasted superb hunting grounds. Fishing in the Amur was legendary too. Russians had good reason to call it “Little Father Amur”, second only in favour to “Little Mother Volga” which runs in European Russia. In those days the Amur River would have been the most convenient and safest way to the ocean. But unfortunately at that time people did not know that it had an outlet to the sea. It was only in 1849 that a Russian naval officer, Nevelskoy, proved that Sakhalin was an island, not a peninsula, and that sea-going vessels could enter the estuary of the Amur. In 1858 the Russian-Chinese Treaty regarding borders was signed and Trans-Amur Territories discovered and populated by Russians were annexed to Russia. Navigation on the Amur River was opened the same year, 1858. The growth of the population in the territory resulted in the intensive development of the Amur fleet. There are many forms of transportation on the Amur River: barges, ferries and refrigerator ships, passenger ships and hydrofoils. There are also special freight boats of the sea-river type which go up the river to its estuary and then by sea carry cargo to Sakhalin, Kamchatka and Japan.

The climate of the Amur valley is mainly monsoonal, which changes according to the seasons. 70-80 % of annual precipitation falls during two months. The Amur is known for its treacherous flooding. Flooding typically occurs in August and September. Thus the river differs from other rivers of Russia which flood in spring time. When winter comes, the Amur River becomes frozen solid but looks glamorous. The earliest the river freezes is mid-October; the latest is the beginning of May. The longest period the Amur has been free from ice was 200 days and the shortest was 175 days.

The ichtyofauna of the Amur is varied too. It is distinguished from the ichtyofauna of other rivers for its peculiar combination of the Siberian turbot and white fish coexisting with Chinese and Japanese fauna, specifically the white Amur fish, silver carp and Chinese perch. The Amur River has such exotic fauna as snakehead, which comes from the still more distant Indian fauna. Both China and Russia possess the wealth of the Amur River and are striving to preserve it. All in all there are over 100 varieties of fish in the Amur River and its tributaries. The endemic species are the Amur pike and kaluga – the biggest from the sturgeon family. An average kaluga weighs up to 600 pounds. Each spring from some of the most biologically productive waters on the planet comes a migration – the pacific salmon by the hundreds of millions begin their return to the streams of their birth – to the waters of the Amur River to complete their life cycle. The salmon family here has 13 species. The carp family has 51 allied species; the white and the black Amur fish are among them.

Throughout the ages the Amur River was the main source of living for the aboriginal people. They were good at fishing, especially the Nanai people who developed their fishing skills to perfection. Nowadays fishing is the most popular sport and hobby of the city inhabitants. Every day, regardless of the season, one can see many anglers on the river embankment waiting for their ‘luck’. Anglers can also go to fishing grounds outside the city where they can stay at lodges which provide boats and fishing gear.

The river banks also offer good land for development of gardening in this area. Gardening has become very popular with the city residents though the weather pattern here is capricious and unpredictable and the growing period is so short. Despite this, many families succeed in supplying themselves with fruit, vegetables and berries.

So the Amur is not only one of the beauties of the Russian Far East, but it also is a source which provides all necessary conditions for living on the banks of this mighty river.

3.The city of Khabarovsk

Khabarovsk is the biggest economic and cultural centre of the Russian Far East. It is also the administrative centre of the Khabarovsk Territory which covers about 320 thousand square miles. The city of Khabarovsk covers almost 154 square miles and stretches along the bank of the mighty Amur for 28 miles. The city of Khabarovsk was built according to the old Russian tradition – on the high right bank of the river facing the sunset. Alluvial silt and sandy bars on the Amur left bank make both excellent beaches and areas for summer cottages. The urban residents garden there. The population of the Khabarovsk Territory is just under 2 million, 600,000 of whom live in Khabarovsk city.

In 1858 Russia and China signed the Aigun Treaty, followed by the Beijing Treaty 2 years later. These two treaties legally determined the Russian frontiers in the Far East. Then a number of military outposts were built to guard the border, Khabarovsk, which was founded in 1858, was one of them.

At first this city was a small military settlement named after one of the first Russian explorers of the mid 1600s, Yerofei Khabarov. One can find a magnificent statue of this person in the Railway Station Square, which greets all guests who arrive in the city by train.

The city was built by the soldiers of the 13th Siberian battalion who were promised they could remain here as free settlers with their own plot of land after being discharged. Under the command of Captain Dyachenko they laid the first city streets and built the first wooden houses.

The city was built on the summits of 3 hills which are now crossed by a number of parallel streets going from one summit to the next. At first all the streets in Khabarovsk were known by numbers only. They were given names after 1881. The main street was named after the governer-general of Eastern Siberia, Muravyev-Amurski. This is the so called “downtown” of the city. Many shops, restaurants, movie-theatres and theatres are situated on both sides of the street. Komsomolskaya Square and Lenin Square are at opposite ends of the street. Komsomolskaya Square was previously called Sоbornaya (Cathedral) after a beautiful Assumption Cathedral which stood there. It was pulled down by the Bolsheviks. But in the year 2000 it was re-erected there. The gilded 60-foot cupola of the cathedral is somewhat like a calling card for the city since it is vividly seen from far away. The obelisk in the centre of the square was unveiled in 1956 and devoted to the participants of the Civil War in the Far East.

The old red brick building one may see in this square houses the Territorial Public Library which contains over 3 million books. Of course this is not the only library in Khabarovsk.

Lenin Square is one of the favorite haunts of the city. A series of fountains makes this square attractive for the city dwellers and guests, who take their dates there and go strolling and roller skating.

In winter different New Year attractions are arranged in the Square.

Khabarovsk has three professional theatres and a number of amateur ones. One of the theatres is the Children’s Theatre, the repertoire of which is of great interest for the young people of the city. There is also the Russian Drama Theatre. A beautiful architectural complex in Karl-Marx Street is the Territorrial Musical Theatre, which is very popular with the city inhabitants.

Karl-Marx Street is one of the longest streets in our city. Actually it links Lenin Square to the Khabarovsk airport.

The airport is considered to be the second largest airport in Russia. There are 40 domestic routes and also regular flights to Japan, China, North and South Korea, America and Singapore.

Another beautiful site of the city is the Amur boulevard. Many years ago there was a deep ravine where a small dirty river used to run. Now it flows through underground concrete pipes. In the middle of the boulevard they planted trees from the Far East and decorative shrubs which made it look much more attractive. Now it is one of the residents’ favourite haunts.

For those who go in for sports, there is the Sports Complex on the bank of the Amur River. It is the largest (70 acres) facility in this area.

The embankment running along the Sports Complex links it with the city amusement park. This is near the famous Amur promontory where the first Russian settlers - soldiers of the 13th Siberian battalion - landed. Here one can see the monument to Muravyev-Amurski, who was a striking figure in Russian history and deserves to be remembered.

The Amur promontory is an excellent view point. From here one can see a panorama of the city and the islands on the Amur River. Just at the bottom of the promontory there is the city beach, which is always crowded in summer time.

The war memorial in Glory Square is another attraction of Khabarovsk. There is a 25-foot semi-circular marble memorial wall. Red granite standards are dipped over the eternal flame. On the granite wall there are about twenty thousand names of Far Easterners who fell in the battles of World War II.

Another favourite recreation area of Khabarovsk is the man-made ponds which have recently been reconstructed. They look beautiful in summer. In winter young people go skating there.

On the one hand, Khabarovsk is a city with a relatively long and interesting history since it dates back to the mid 1800s. On the other hand, this is a young city with its modern buildings and construction sites. In 2001, the circus was built in Gagarin Park, which has become very popular with the city residents and guests. A new sports complex, which seats 7,000 seats was recently built. The roads are being reconstructed.

Khabarovsk is a students’ city. There are quite a number of higher educational institutions here. The most popular are the Khabarovsk the Pacific University State Teachers’ Training University, the Medical School, the Railway Transport Academy, the National Economy Academy, the Law School, the Pacific University and the Institute of Physical Training and Sports.

This area, so rich, beautiful and scenic, undoubtedly plays an important role in the Russian national economy. The products of the Khabarovsk factories are well known in many parts of this country. Major industries in the city are machine tool making, ship building, ship repairing, power engineering and diesel engine making.

Khabarovsk is a growing city. With every passing year it is becoming increasingly beautiful and attractive.


E.A. Dubina

N.G. Grinevich

The Pacific State University


THE MAIN ASPECTS OF COMPETITION FORMATION

IN THE SPHERE OF RAIL TRANSPORT IN RUSSIA


Rail transport is the basis of the transport complex in the Russian Federation and has all-important economic, defense, social and political meaning both for Russia and its regions. The main volume of freight is carried out by railway transport because of Russia’s geographic conditions and the peculiarities of the territorial distribution of industry. In 2005 about 84% of freight turnover, carried out by the transport of general use (except pipeline transport) and about 66% of passenger turnover in long-distance traffic, including international traffic, fell to its share.

After price liberalization in 1992 tariffs for freight started growing more rapidly as compared to price growth in a number of other branches because of the limited state support of the federal rail transport and extensive cross subsidies of passenger traffic at the expense of freight. As a result, transport expenses became too heavy for many enterprises, which work was based or was dependant on railway traffic. At the same time, because of rail traffic and income cut down the state of rail transport enterprises’ funds worsened. And the present industrial-organizing structure and low competition led to the lack of economic stimuli in rational use of industrial potential and growing efficiency of rail transport work. All these factors demanded carrying out the structural reform of the federal rail transport system where the first task was its work improvement, and in the long run cutting of rail traffic expenditures, financed out of a rail tariff.

As is generally known, competition is one of the important elements of market economy. It is the basis of the development of market oriented countries. Being a stimulus which makes everyone work better competition is one of the most efficient ways of revealing human abilities at the same time. In the end, competition is the most important mechanism to make market economy effective, proportional and dynamic.

Railway traffic, under article 4 of Federal Law № 147 on Natural Monopolies, of 17 august 1995, refers to the sphere of natural monopolies, where filling a demand is more effective without competition because of the technological peculiarities of the industry. In this connection the demonopolization of some spheres of rail transport work and competition development in this market segment have been considered impossible. The specific character of Russian railways which limits competition presupposes that railways don’t compete with other means of transport because of the vast territory and the level of transport traffic network development.

The supporters of competition formation in the sphere of rail transport see the possibility of its development owing to the differences in freight and passenger rail traffic conditions, offered by different companies at one and the same rail lines. At the same time it is necessary to separate monopolistic and competitive kinds of activity so that they may not be carried out by one and the same economic subjects in perspective.

On these grounds Federal Law № 16, of 10 January 2003, added point 2 to the mentioned article, which defined that “according to rail traffic market demonopolization there is a transition from the regulation of natural monopoly subjects’ activity in the sphere of rail traffic to the regulation of natural monopoly subjects’ activity in the sphere of providing services of the use of rail transport infrastructure”. Making changes in the Federal Law on Natural Monopoly proved that the rail transport not only belongs to the sphere of natural monopolies, but also contains competitive types of activity.

It was the President of Russia who laid the basis of rail transport demonopolization with the Rail Transport Shares Decree № 954, of 26 August 1992. At the same time the first legal normative act, where the necessity of natural monopoly restructuring was proclaimed and appropriate measures were defined, appeared only five years later, in 1997.

According to this document the main aims of rail transport reforms were the enforcement of state regulation of natural monopoly subjects’ activity in the sphere of rail transport; the stimulation in different transport market segments and potentially competitive types of economic activity; weakening of state regulation and improving of transport service quality.

Three stages were planned to carry out the structural reform of rail transport.

The first stage (1997) presupposed the reduction of cross subsidies of freight service users by liquidation of groundless tariff privileges; the creation of competition in the freight market; freight tariff decrease; privatization of idle industrial capacities in the federal rail transport system; the arrangement of conditions for competition development in the rail transport service market, which provide different rolling-stock owners with proper licenses with equal access to infrastructure and maintenance base of rail transport.

The second stage (1998) presupposed the establishment of companies, specializing on passenger traffic with long-distance and local trains; the detachment of idle industrial capacities from rail traffic system; the reduction of unprofitable and little used rail lines and sections.

The third stage (1999-2000) included liberalization measures of tariff state regulation under the conditions of competition development; the formation of rail transport management structure which meets the conditions of market economy.

However the given document wasn’t realized. In 1998 the Conception of the Federal Rail Transport Structural Reform was confirmed by the Government Decree № 448, of 15 May 1998. It showed quite another approach to rail transport reforms. For the first time, the monopolistic and competitive kinds of activities in the sphere of rail transport were defined. As a matter of fact it was the first step to form competitive environment in the sphere of rail transport.

Thus, they referred to the monopoly sector:
  • rail transport infrastructure: railway lines and rail facilities, systems and facilities of power supply, signaling and systems of communication, stations, rolling-stock servicing stations throughout the entire journey and depots;
  • services, provided by enterprises and organizations of rail transport infrastructure;
  • centrally regulated system of scheduling and the technology of passenger trains service throughout the entire journey.

At the same time, it was unclear what the legislator referred to the monopoly sector: carried out activity (services), the technical base, which can be used for providing such services (rail transport infrastructure) or the state regulation system of some kind of activity. It seemed that the authors of the Conception didn’t have the clear idea of it.

They referred to the competition sector:
  • freight and passenger delivery;
  • services, provided by freight and passenger companies and the complex of transport and expeditionary services.

However the Conception had the basis for competition braking because the Ministry of Communications had the function of a managing subject. It meant that the organizing-technological unity of rail transport and day-to-day traffic management at the stage of reformation was provided by the Ministry of Communications, which also had the functions of state and economic federal rail transport management. In future the creation of the central railway company with managing subject’s function was provided in order to organize the railway economic activity.

At the same time the real reforms weren’t carried out after passing the Conception because the Ministry of Communications controlled the rail transport reorganization. The changes began only after the enactment of the Government Regulation № 384, of 18 May 2001, which approved the program of rail transport structural reform. Thus, for the first time the choice of the optimal model of rail transport organization in Russia was realized and legalized taking into account its condition, the foreign experience of railway reforms and Russian experience of natural monopoly reformation.

The following basic clauses became essential for successful realization of the chosen organizational rail transport model in Russia:
  • function division of government control and economic activity management;
  • the division of primary and minor kinds of activity;
  • the transition from monopoly to competition in this branch;
  • the formation of the organizational structure of the basic kinds of activity;
  • the preservation of state regulation and control of the monopoly sector (infrastructure);
  • the preservation of infrastructure integration with some part of freight within at least the first several years of reforms with stage-by-stage increase of rolling-stock share which belongs to independent operating companies.

According to this document the reorganization was to be realized in three stages.

At the first stage (2001-2202) the most important reformation lines were:
  1. the division of state control and economic management functions, the founding of The Open Joint-Stock Company Russian Railways with the Russian Federation as a 100% shareholder; the formation of independent subdivisions within the bounds of JSC Russian Railways to carry out some kinds of business activity (long-distance and local passenger traffic, some particular kinds of freight) and separate record keeping in these kinds of activity;
  2. the development of competition sector in the sphere of rail transport including the promotion of operating companies with their own rolling-stock;
  3. the creation of nondiscriminatory access to rail transport infrastructure;
  4. the accomplishment of measures to provide the federal rail transport organizations and the owners of rail transport infrastructure with mutual access to their infrastructures.

The second stage (2003-2005) presupposed the following steps:
  1. the detachment of JSC Russian Railways structural subdivisions into associated joint-stock companies, carrying out some kinds of business activity: long-distance passenger traffic, some particular kinds of freight, local passenger traffic, repair services and spares production. The establishment of The Federal Passenger Company was planned;
  2. providing with conditions to increase competition in the sphere of freight and passenger traffic;
  3. the transition to free pricing in competitive sectors;
  4. step-by-step reduction of cross subsidies.

The third stage (2006-2010) presupposed the sale of JSC Russian Railways associated companies shares.

What results did they manage to achieve?

The JSC Russian Railways was established not in 2001 as it was planned but in 2003 according to Decree of the Russian Government № 585, of 18 September 2003. The status and functions of JSC Russian Railways were written in Federal Law № 29 on Management and Rail Transport Disposal Peculiarities, of 27 February 2003.

The legislator made an attempt to solve the problem of the access to natural monopoly services. According to point 2 of the Federal Law on Railway Transport in the Russian Federation the access to the infrastructure is given to carriers on nondiscriminatory basis, which provides carriers with equal conditions of rendering services of infrastructure use. The rules of nondiscriminatory carriers’ access to infrastructure are confirmed by the Government of the Russian Federation. The Government confirmed the Rules of nondiscriminatory carriers’ access to rail transport infrastructure with the Decree № 710, of 25 November 2003 and the Rules of providing services of rail transport infrastructure use with the Decree № 703, of 20 November 2003. But actually these rules weren’t functioning for a long time.

The plans in the sphere of the competitive sector haven’t been realized yet. Competitive environment hasn’t been formed; the real mechanisms for organizing traffic market and the rules and systems of its regulation haven’t been worked out. The rail freight licensing provision was confirmed by the Government Decree № 388 as early as on 5 June 2002 but the activity of providing service of rail infrastructure use, which is licensable and is a form of licensed carriers’ rights realization, stayed undetermined legislatively. As a result, new subjects haven’t appeared on the rail traffic market. JSC Russian Railways is the monopolistic carrier on the rail transport of general use. Independent operating companies with carrier’s license couldn’t start to realize their right to transportation and had to keep working as consignors of goods until 2 July 2005, when the Federal Law № 80 concerning alterations in the Federal Law on Certain Activity Categories’ Licensing, the Federal Law on Legal Entities and Businessmen Protection during State Inspection and The Code of Administrative Lawbreaking were passed.

One of the important problems is still the problem of state regulation and economic activity division. Today JSC Russian Railways realizes a number of regulative functions. Among them there are putting a ban or granting permission to the prolongation of carriage work terms; participating in the government tariff control with franchise; Russia’s representation in signing international agreements.

Thus it’s too early to speak about the results of rail transport reforms. Competition is just beginning to develop in this market segment. It’ll take much time before one can analyze the carried out reforms in the view of achievements and failures.


Е.Н. Душечкина

И.Ф. Уманец

Тихоокеанский государственный университет