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In January 2022, a line of 2,000 cars formed at the Russian-Chinese border, waiting to be allowed to cross the state border [1]. The main reasons for the accumulation of a large number of vehicles at border checkpoints are restrictions on the movement of vehicles and cargo due to the difficult epidemiological situation, the lack of operational information interaction between transport organizations and regulatory authorities, insufficient capacity of the transport and terminal and logistics infrastructure. Consignors are switching to sending containers by rail, including the issue of piggyback transportation. In recent years, Russian Railways Holding has been actively developing a logistics service for the transportation of semi-trailers by rail, including in international traffic. Transportation of goods in piggybackers from the border provinces of the People's Republic of China towards the northeastern regions of Russia, where the transport infrastructure is poorly developed, difficult climatic conditions and irregular transport links, is an effective way to deliver goods to ensure an uninterrupted supply of the population of the region. As part of the strategy of the new Silk Road «One Belt - One Road» one can organize piggyback routes in the direction of Suifenhe - Grodekovo - Nizhny Bestyakh with the formation of the necessary cross-border terminal, logistics and transport infrastructure. The subject of this study is the analysis of the infrastructure of the Pogranichny railway checkpoint and the technological processes for organizing international piggyback transportation. The aim of the work is to develop a project for the infrastructure equipment of the terminal and logistics complex of the Pogranichny railway checkpoint for the organization of piggyback transportation. This paper uses theoretical research methods, including system analysis and information synthesis. By analyzing quantitative and qualitative indicators, operating technology and technical equipment of the Grodekovo station, the objects of the terminal and logistics infrastructure and issues that need to be addressed in the implementation of piggyback transportation were identified. The article presents the transport and technological schemes for the delivery of piggybackers, which are based on the functioning of terminal and logistics complexes, united by a single information space, and also considers the elements that affect the efficiency of organizing piggyback transportation. Transport industry experts predict a further increase in the volume of passage and transshipment of goods through the Far Eastern transport corridors, so the use of non-reloading transportation technologies and the implementation of the principles of «seamless» logistics will require reformatting the border terminal and logistics infrastructure with the introduction of digital services for the interaction of participants in international transportation.

The national program of socio-economic development of the Far East in the period to 2024 and a term until 2035 [1], approved September 24, 2020, provides for the modernization of the transport infrastructure of the Eastern site of "Russian Railways", in 2021 carrying capacity which should reach 144 million tons and by 2025, capacity will be increased to 182 million tons. In addition, the program provides for the implementation of measures to increase production capacity of the far Eastern seaports and development activities in the Arctic region and the Northern sea route as competitive Intercontinental transport corridor for cargo between the ports of the Asia-Pacific region and the European Union. to ensure the passage of promising volumes of cargo traffic, it is necessary to resolve issues that hinder the effective functioning of the far eastern transport hubs. Currently, the railway infrastructure of transport hubs has a maximum load. In 2018, the unloading of cars that arrived as part of block trains at the port stations of the Far Eastern Railway amounted to 994.46 thousand cars, while loading amounted to 426.88 thousand cars. Such a disparity in the volume of loading and unloading of goods leads to the accumulation of a large number of empty rolling stock at the port stations of the Eastern Polygon of railways, which must be sent for loading at the stations of the western direction. the released rolling stock occupies the tracks of the station and the port, thereby making it difficult to perform shunting work and limiting the station's ability to receive loaded cars. The purpose of this study is to develop proposals for the organization of work with empty car traffic at the eastern railway landfill. This requires to solve the following tasks: to analyze the workloads of the stations and the far Eastern sea ports interaction technology to all the traders in the transportation process, to develop actions on the organization of work of the regional logistics center with the empty wagons, to determine the economic efficiency of the activities. An important areas of work of the regional logistics center of the Far Eastern Railway is to improve the technology of working with the released rolling stock and the organization of a transport and logistics system for the accelerated return of empty gondola cars to the loading station. This paper presents an organizational scheme of interaction between rolling stock operators and management units of Russian Railways to regulate the movement of empty rolling stock. To improve the efficiency of operating the car fleet, it is necessary to organize an operational exchange of information between various owners of rolling stock, the regional logistics center of the Eastern polygon and the unloading station, which should consolidate the car traffic to form a special empty route. the conclusion of the study is to determine the potential economic efficiency of reducing the turnover of block train cars in the direction of «nakhodka-vostochnaya station-loading stations of the east siberian, west siberian and krasnoyarsk railways».

The integration of the railways of South and North Korea will make it possible to form an international Eurasian transport corridor and ensure the transportation of goods produced in the Republic of Korea by rail. Today, South Korean cargo owners, due to the island situation, use mainly sea transport. The organization of transportation on the Trans-Korean Railway with access to the Trans-Siberian Railway and the railways of China and Mongolia will give advantages to shippers in terms of cost and time of cargo delivery. The implementation of the project on the reunification of the Trans-Korean Railway will lead to an increase in the volume of cargo and container transportation, including in rail-sea communication. In the Republic of Korea, the main transport hub is the port of Busan, which is served by rail and road transport. The Busan transport hub includes two seaports - the new and old Busan ports, railway stations serving the container terminals of the port, as well as rear terminals to which container delivery is carried out by road. Every year, the share of rail transport for the import and export of containers to the terminals of the port of Busan is less than 7 % and continues to decrease. This dynamic is associated with the presence of infrastructure, economic and technological problems of interaction between rail and sea transport in the port of Busan. The subject of this study is the analysis of the processes of interaction between different modes of transport in the new port of Busan. The purpose of the work is to develop measures to increase the capacity of the railway component of the Busan transport hub for the organization of trans-Korean transport within the framework of the Eurasian transport system. In this paper we used theoretical methods of research, including a systematic analysis and synthesis of information. As a result of the analysis of the technical equipment, operating technology and the existing railway infrastructure of the New Port of Busan, the presence of «bottlenecks» in the functioning of the «railway - seaport» system was revealed, which hinder the effective process of container transportation. The paper considers infrastructure, technological and organizational measures to increase the processing capacity of Busan transport hub facilities. The implementation of the measures under consideration will require time to change and restructure the system of interaction of transport in the process of container transshipment. It is necessary to determine the stages of infrastructure changes based on the forecast of future traffic volumes, including using simulation modeling.

Currently, much attention is paid to the creation of terminal «dry port» for maintenance of traffic node. «Dry port» is one of the possible ways to increase capacity of the transport node. The capacity of transport node depends on the following interrelated elements: infrastructure solutions, technological, technical, organizational, and exogenous. Insufficiency of technical equipment, low level of production culture, informational inconsistency - lead to excessive downtime of vehicles at berths and terminal and warehouse facilities of the port. Technical devices, shunting locomotives, lifting and transport equipment cannot cope with the increasing flow of transportation of containers and cargo, leading to paralysis of the movement of freight flows. The result is the accumulation of cars at the entrances to the transportation hub the formation of «abandoned» trains. The lack of logistics management principles of traffic promotion in the organization of multimodal transport required a modern approach to organization of effective work of the transport node. In this work the effective interaction between various types of transport in the transport node is represented in the form of a set-theoretic model. Considered the elements that contribute to the throughput of dry ports and sea port. The efficiency of technological processes systems of interaction of railway and marine transport in the node depends on the following conditions: the actual time of wagons in transportation must comply with regulatory process time; organization supply wagons in accordance with the processing capabilities of the cargo platforms; ensuring the maximum amount of overload of goods on the «direct option». To implement these conditions it is necessary to organize the interaction of different modes of transport in the transport node together with the terminal «dry port» in the system «terminal - station - port», in which the capacity of the railway component of the transport node is treated comprehensively along with the «dry port». Further technical and technological development of transport nodes is organization of cargo handling outside the port terminal «dry port».

Today the most part of world commodity and cash flows is concentrated in the Pacific Rim. The strategy of development for the Far East is based on increase in export to Asia-Pacific countries and also growth of volume of foreign investments. In September, 2018 in Vladivostok at the IV East economic forum the VaninoTransUgol company will submit the construction project in seaport Vanino of transport transshipment facility with transshipment capacities to 40 million tons. In 2017 the volume of transfer of freights in Vanino port was 7,2 million tons, the seaport continues to increase the refinery capacities, but the insufficient capacity of infrastructure of railway transport is the limiting element of development of the transport hub. Construction of the new terminal for transfer of coal will demand corresponding development of railway infrastructure of the Vanino transport hub. In the conditions of increase in volumes of transfer of freights, it is necessary to resolve an issue of the extreme number of cars which can be processed in "the railway station-seaport" system. The author has developed the program of imitating modeling which allows to determine the capacity of a railway component of the transport hub at the existing hardware and in the conditions of increase in loading of "the station-the port" system. In this work results of imitating modeling of work of the Vanino transport hub at increase in unloading of coal by 40% up to 280 cars a day are presented. The working park of the Vanino station has made 305 cars and continued to increase, ways of the station have been filled with cars waiting for operations. Two groups of possible ways of increase in capacity of the transport hub - infrastructure and technology solutions are presented. In the conditions of limitation of territorial development, construction of additional railway infrastructure becomes impossible therefore it is possible to increase the capacity of the transport hub due to change of specialization of moorings of port. It will allow to reduce the number of the cars which are on the ways of the station waiting for unloading and to accelerate processing of the rolling stock. After re-equipment of moorings of port, the working park of the Vanino station has made 230 cars and the capacity reserve for reception of an additional traffic volume has appeared. By means of this program of imitating modeling it is necessary to analyse work of key transport hubs of the Far East for definition of the maximum traffic volume at which transport hubs will steadily function, in the optimum mode.

In the context of the sanctions policy of Western countries the main economic partners of Russia and consumers of commodity flows are the countries of the Asia-Pacific region (APR). According to the results of 8 months of 2022, the trade turnover between the Russian Federation and the People's Republic of China (PRC), according to the General Customs Administration of the People's Republic of China, increased by 31,4 % and amounted to $ 117,2 billion [1]. The People's Republic of China borders on the southern regions of the Russian Far East - the Amur Region, the EAO, the Primorsky, Zabaikalsky and Khabarovsk Territories. There are 9 border checkpoints located in the Khabarovsk Territory: air, river, mixed, automobile, sea, which makes it possible to form new multimodal transport routes for the delivery of foreign trade goods. The purpose of the work is to consider alternative options for multimodal transportation of foreign trade cargo flows through the transport network of the Khabarovsk Territory and transshipment points of the Amur Basin. The objectives of this study are: analysis of the volume of foreign trade turnover between Russia and China, development of technological schemes for the transportation of containers in the direction of «river ports of China - Khabarovsk River Port (RF) - land transport - western regions», consideration of promising routes for the transportation of foreign trade goods through cargo and passenger checkpoints «Pokrovka - Zhaohe» and Bolshoy Ussuriysky Island of the Amur swimming pool. The subject of this study is the transport and logistics infrastructure of international multimodal routes of the Amur Basin. In this work, theoretical research methods are used, including system analysis and synthesis of information. The article examines the characteristics of the terminal and logistics infrastructure of the Amur Basin river ports, the dynamics of container transportation by river transport from the ports of China to the terminals of the Khabarovsk River Port, gives a feasibility study for the organization of a permanent customs control zone at the Khabarovsk II station, and also describes the advantages of using the Pokrovka - Zhaohe border checkpoint as an element of an alternative multimodal container transportation routes. In the final part of the work, a description of the simulation model of the operation of a mixed (automobile-river) checkpoint in the presence of customs and transit terminals for assessing the capacity of border checkpoints of the Far Eastern District is presented.