论文总字数：26543字

摘 要

中国和哈萨克斯坦的贸易往来越来越频繁，这进一步的确立了交通运输对中国和哈萨克斯坦双边贸易的重要性。本研究介绍了多式联运的研究背景，研究现状与研究方法；接着介绍了中国与哈萨克斯坦之间国际贸易多式联运的运输现状；再分析了两国间多式联运面临的挑战，最后给出相关的建议。研究中哈多式联运在两国贸易中具有指导作用。因此，本论文具有实际意义和参考意义。

关键词：多式联运 发展现状 哈萨克斯坦 中国

1. Introduction

Research background

Kazakhstan and China’s transport logistics is not only vital for the trade and economic integration between the two countries, but also it’s critical for the integration among China, Central Asia and Europe. The Sino-Central Asia cooperation is developing rapidly focusing mainly on trade, investments, energy, transport and communication and other spheres. However, there is little academic research on the transportation industry between countries in this region. This paper is about the logistics and transportation between Kazakhstan and China.

In this study the author will mainly employ qualitative research, combination of the theory with the two translated texts, document research, contrast, and deduction.

Literature review

The economic growth and huge market potential of China has attracted not only business attention, but also a growing amount of academic interest, although research on China’s logistics is very rare. Peng et al. (2001) reported no comprehensive studies of logistics in China up to 2001, and our comprehensive search of the literature revealed few additional studies on China’s logistics. Not surprisingly, authors have examined the challenges that China faces in developing logistics to meet the growing demand (Carter et al., 1997; Daly and Cui, 2003) addressing specifically transportation, telecommunication, customs, and warehousing (Goh and Ling, 2003), and concerns of foreign firms in China (Ta et al., 2000). Hong et al. (2004) examined the current status and future prospects of Chinese manufacturers’ usage of 3PLs service, from a logistics user’s outsourcing perspective. The historical structure of distribution and logistics in China in relation to current problems and future prospects has also been addressed (Jiang and Prater, 2002).To the best of our knowledge, there have been no studies conducted that directly address logistics providers in mainland China.

The proposal to create "The New Silk Road," or Transport Corridor Europe-Caucasus-Asia (TRACECA), was enthusiastically received by European Union (EU) and the United States when it was proposed in May, 1993, by Central Asian leaders meeting with the EU in Brussels. The vision of a superhighway not only of asphalt, but of rails, pipelines, and fiber-optic cables stretching from Rotterdam to China’s Yellow Sea Coast seemed full of promise not only to firms who would build these systems, but also to those who sought to prosper from the region’s wealth in minerals, cotton, and its best-known commodities, oil and natural gas.7 In his Master’s Thesis,

titled “The N.E.W. Corridor and the Northern Axis How the influence of the EU has shaped the political process of promoting the Trans-Siberian railway as a sustainable and viable transport alternative between the Far East and the West”8 , Jonas M. Helseth wrote vitality of Trans-Siberian Asia-Europe transport corridor.

Dobrica (2006) in her thesis titled “Logistics in the transport services of Republic of Kazakhstan” discussed operations of transport logistics, operating conditions and problems of development and solving problems through the introduction of foreign experience. The author conducted a real market condition research designed to show that in Kazakhstan logistics functions as the creation of local transport circuits and systems. She suggested that logistics development requires the establishment of uniformity of operations and instruments in terms of logistic chains, which requires a certain level of knowledge. Based on other famous optimized models author gave one important function of logistics is to find ways to optimize all activities and operations.

Research Methodology

1.3.1 Document research

During the research, the author read a large number of domestic and foreign literatures on multi-modality of e-commerce and multimodal transport between China and Kazakhstan. He conducted extensive reading and classic literature intensive reading, and found his own entry point from the previous literature results. Finding relevant restrictive factors and expanding them provides a solid theoretical basis for this study.

1.3.2 Contrast amp; Deduction

In the analysis of the literature and materials of this thesis, I have used the investigation and research method. The main ways are: library books, journal borrowing, and How Net's network approach to obtain relevant literature and data, and analyze them to improve the paper through specific data.

2. The Development multimodal transport between China and Kazakhstan

2.1 Definition of multimodal transport

Transportation and logistics industry’s regulation structure conduct and performance (RSCP) framework was derived from the neo-classical analysis of transportation and logistics industry. This RSCP hypothesis has led to the implementation of most logistics and transportation systems. This was followed by many of countries, international economic cooperation units, and Customs Union. They emphasized on the rational for countries becoming big economies, low prices and cooperative estimation. For instance, after 1985, when European Union began connecting national transport and logistics systems, the EU underwent many economic achievements. Further, we want to make RSCP analysis on transportation and logistics industry including problems, between China and Kazakhstan.

Multimodal transportations take the least time, lining up on the principle of continuous transportation from terminal to terminal, and are used in cases where there is no direct route by single mode of transportation between sender and consignee.

Multimodal transportation: 1.Multimodal container delivery of cargoes from China, Korea, Japan and other Asia-Pacific countries to Central Asian countries (Kazakhstan, Uzbekistan, Kyrgyzstan, Tajikistan, Turkmenistan) and Russia via the TRANS-China, TRANS-Russia and TRANS-Iranian routes. 2.Multi-modal international transportation from European countries, USA and Canada to the countries of the EAEU and Central Asia. 3.Execution of loading operations, temporary storage and warehousing of goods in ports and terminals of Europe and Asia if changing mode of transport. 4.Possibility of organizing the delivery by transit via Iran (Bandar Abbas) and from Iran through the border crossings Sarahs, Astara, as well as via the ports of Bandar Anzali and Bandar Amirabad to the ports of Aktau, Astrakhan, Makhachkala, and in reverse direction. 5.Comprehensive route planning and schedule with a constant tracing of cargo movement at all stages of transportation. 6.Combined transportation by different modes of transport: rail, road, water, air.

The differentiation between multimodal and intermodal lies in the contract/ bill of lading and transport carrier responsibility / liability of the movement.

If we look back to our example above, multimodal shipping would be where one company or one contract would handle all legs of the journey. This means that the same company is going to responsible for moving your shipment in all legs, in all modes.

This can be set up in a couple of ways. You could go with a company that has all of these modes of transport available to them. Another way to set up a single contract for yourself is to use an agent. An agent would do all the negotiation on the back end for you while you only have one contract to keep track of. The agent would also be responsible for coordinating loading, unloading, and delays.

This method holds several advantages, the first being less overhead for you. Companies that handle multimodal shipping will be able to handle delays in one leg of the shipment in relation to the other legs without you needing to be involved. This method provides a one stop shop service, so every single aspect is handled by one provider, giving

2.2 Its important influence in International trade

1. Shipment tracking efficiency able to monitor with one transport carrier from door to door delivery; 2. Access to remote parts of the world with responsibility and liability of the movement with one transport carrier; 3. Efficiency in delivery time; 4. Minimization of logistics coordination expenses of a shipper.

In summary, in terms of transportation, intermodality is related as an operation where the cargo is transported since its origin up to its destiny, by several modes, with one different contract by segment (its implies in partial responsibility of each transport provider).

Multimodal (what MacAndrews offers) is the transport operation where despite the use of several modes, a single provider (and a single contract) assumes the entire responsibility since the cargo origin until its destiny.

The advantage of both Intermodal and Multimodal Transport is given by the most efficient combination of multiple transport modes, optimising lead times, reducing inventory costs and keeping the level of freight costs under control. This combination results in increased environmental sustainability, reducing the transportation carbon footprint. 

Regardless of your choice with Intermodal or Multimodal, Shippers require a transportation management system (TMS) to ensure door to door tracking visibility, ability to perform routing scenarios to determine the best overall total shipping cost with the best overall routing transit time. The transportation management system must have capabilities for coordination with and between transport carriers and suppliers, along with freight rates and contract management.

2.3 Infrastructure construction of Multimodal transport between China and Kazakhstan

Kazakhstan is a landlocked, transcontinental country in Central Asia. Although it is the 9th

country in the world by land size, it is very sparsely populated. With about 6 persons per square km, it ranks 224th in the world Compared to the USA , it has one third of USA 's land size , but only 4 % of USA 's population . The low population density, together with its Former Soviet legacy all place exacting demands on transport infrastructure and services First, Kazakhstan's urban areas are far apart, and are subject to high costs for reception of supplies and deliveries of products. Around 15 million people of 120 different ethnic groups are dispersed over the territory 55 % lives in urban areas. Urban settlement concentrates not at the heartland but the south - east border Uzbekistan and Kyrgyzstan. Three cities, Almaty, Shymkent and Taraz, account for half of Kazakhstan's urban population. The distribution of the population in isolated small, distant urban centers makes transport infrastructure investment economically unfeasible. Transport accounts for 8-11 % of the final cost of goods in Kazakhstan, compared to 40-45 % in typical industrialized countries Second, the legacy from the former Soviet Union has present-day implications for Kazakhstan. The country still lacks internal transport connectivity. Kazakhstan's transport system was part of the former Soviet Union and oriented toward Russia more than to domestic connectivity. At the time of Kazakhstan's independence, railway transport between Almaty and western Kazakhstan had to pass through Uzbekistan Connection between western, northern and eastern Kazakhstan means entering Russia. This Soviet legacy has more or less dominated railway investment after Kazakhstan's independence.

2.4 Cargo condition of Multimodal transport between China and Kazakhstan

Faced with major challenges and opportunities, and significantly increasing transit transport and developing the logistics industry, landlocked countries like Kazakhstan can benefit from multimodal investment. In view of its strategic location and development of transit routes, domestic demand for high-quality transportation services and external competition has increased the pressure on transportation and logistics development. Our investment plans for Kazakhstan are driven by the vision of a multimodal transport system, including roads, railways, multimodal transport and border crossings. Most road investments have increased regional corridors, national roads to higher quality driveway roads, upgrades and modern railway tracks and fleets, increased the number of multimodal transport facilities, and upgraded border crossings with China and Kazakhstan. Our network analysis determines the impact of alternative investment strategies on shipping time and travel costs. Road freight time is reduced by an average of 35-45%, railway line transportation time is reduced by 65-71%; and multimodal transport costs will be reduced by 24%. Considering that the cost of multimodal transport projects is much lower, they should do so in project programming. The reduction in costs and working hours should promote the

development of trade and the economy, a landlocked country. Without proper regulations, the potential for new capacity investments will not be able to achieve its full potential, policies and reforms. Strong intervention in countries that are transitioning to a market economy and sector, especially the government. Therefore, capital investment should have a wider complement Intertwined measures, including government regulations, departmental policies, and necessary reforms. This approach should be used step by step to develop such non-material measures, including strengthening the market private sector participation and maintaining the environment for transport financing and specialized transport sector revenues.

3 The challenge of multimodal transport Between China and Kazakhstan

3.1 Insufficient demand for freight, especially for return freight

Although the current multimodal transport volume is showing rapid growth, there are still several issues to be aware of: First, the volume of shipments is small, and the volume of multimodal transport is less than 3% of the total exports of China and Kazakhstan. Very low value, because most of Kazakhstan’s economic recovery nowadays is rare in terms of trade imports. Second, the increase in the number of goods is mainly due to the high-quality goods and government concessions. The policy is constantly improving. Thirdly, the trade flow between China and Kazakhstan is not balanced. In particular, there are fewer boxes of goods shipped from Kazakhstan to China, which makes the return freight demand of multimodal transport seriously insufficient and the cost of returning to the air is extremely high.

3.2 Market positioning is still not clear enough and reasonable

For the development of the country, the implementation of the “Belt and Road” has certain advantages for various countries for multimodal transport. However, the plans for the current Western European countries in the destination of multimodal transport need to be further determined. From the perspective of the advantages of multimodal transport, multimodal transport is suitable for landlocked countries in the Eurasian continent. For China, the Xinjiang region is very suitable for the transportation of goods between China and Europe, and the transportation of goods cannot be too long. These various elements also require the government to actively promote economic and trade development. They also need to consider the quantity of local goods trade, and also need to plan local technical capabilities, because there is a certain development trend in today's fast market economy. In addition, some of the intermodal transport classifications do not subdivide the classification of product transportation, and there is still a lack of specificity and difference.

3.3 The port and channel capacity is still relatively tight

The China Railway Administration has continuously increased the establishment of international railway transportation port stations, and the phenomenon of tight transportation capacity has occurred from time to time. This further exaggerated the tension of the rear railway

passage. For example, China's railway transportation route to Kazakhstan is only one, that is, the Lanxin Railway. But it is not enough, because the capacity of Alashankou Port is less than 20 million tons, most of which need to meet the demand of resource products. The capacity of foreign railway port stations and rear passages is even more tense.

4 Suggestions for improving multimodal transport

4.1 Maintain the balance of cargo transportation

Based on the role of industry in trade and transport-related regions, economic and trade development and the support of Continental Bridge transport for transit transport, it is possible to further implement the characteristics of China-Europe trains in promoting and leading transfer. Industries in the Midwest and functions of transit transport products. In terms of the function of transit transport products, we should also make full use of the competition and complementarity of the two Eurasia bridges.

4.2 Further segment market demand

From the perspective of development prospects, multimodal transport should specifically address the needs of the market and focus on the high value-added designated logistics needs. In the space sector, in a short period of time, the focus is on opening markets in Russia, Central Asia and the Transcaucasian region to Central Europe, Eastern Europe and Western Europe. According to China's position in Kazakhstan's international trade transportation and the above market positioning, it should be classified as an auxiliary method for Sino-Kazakhstan trade and transportation, and with transportation services and products with logistics requirements.

4.3 Optimize the function layout of the port

Optimize the use of port in the port, integrate customs supervision and service implementation advantages, coordinate resources, carry out division of labor, break through management restrictions, establish regional channels, design a consistent customs declaration location, prevent risk points, and carry out professional design platforms and on-site design platforms. . Gradually establish a platform for customs declaration and customs inspection and release of government independence. Improve the cooperation of inspection and inspection departments along various countries, expand the scope of various "Anzhi trade" agreements, and greatly improve the efficiency of train clearance.

References

[1]DAVLETOVAARAILYM. A Study on Transport-Logistics industry growth and Countermeasures between Kazakhstan and China based on RSCP Framework[D]. 2013.

[2] Zhang Peng, “Logistics Industry Growth Based on Extended SCP Framework and its Solution”[R]， Nankai University, School of Economics, Urban and Regional Economy Research Institute, Tianjin, 2007.

[3] T.P. Stanka, P.A. Traichalb, “Logistics Strategy, Organizational Design, and Performance in a Cross-Border Environment”, Transportation Research [J] Part E: Logistics and Transportation Review. Volume 34, Issue 1, 15 March 1998, pp. 75–86.

[4] Qiang Wang, “Strategic postures of third-party logistics providers in mainland China”, International Journal of Physical Distribution amp; Logistics Management [J], Volume 42 issue 5 - Latest Issue, Published: 2012 .

[5] Jonas M. Helseth, “The N.E.W. Corridor and the Northern Axis How the influence of the EU has shaped the political process of promoting the Trans-Siberian railway as a sustainable and viable transport alternative between the Far East and the West”[R], The University of Turku, Faculty of Humanities Baltic Sea Region Studies, November 2008.

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