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1.1. The analysis of economic processes in a transport complex of the Russian Federation and providing branches

The transport complex, being one of the major infrastructural components of economic system, in many respects defines efficiency of functioning of industrial branches, a level of development of social sphere.

The transport role is rather essential to the Russian Federation, as is defined as geopolitical factors (an arrangement of territory of the country on a joint Europe-Asia that gives the chance for foreign trade development as in European, and Asian regions, constructions of the major binding transport corridors), and geobusiness factors (placement of raw and industrial resources in the country, the developed system of moving, and, hence, and consumption of material resources, etc.).

Meanwhile, despite potentially positive influence of the specified factors the condition of transport branch from 1990 for 2003 has essentially worsened. Volumes of transported cargoes transport of the general using in 2003 have made 43,7 % from volumes of transported cargoes in 1990. At the same time last five years the steady tendency of growth of the turnover of goods which is carried out by transport of the general using (fig. 1.1) was outlined. Certainly it is necessary to consider as Principal causes of the similar phenomenon developed dynamics of rates of industrial production in the Russian Federation for the same period (fig. 1.1). The difficult condition of branch is caused by a crisis condition of a financial system, absence of the thought over tax and customs policy of the state.

Fig. 1.1. Dynamics of rates of industrial production and a turnover of goods of transport of the general using [142]

to the Major indexes defining efficiency of functioning of transport, indexes of transportation activity, such as volume of transportations and a turnover of goods are. Tracing dynamics of the specified indexes, it is possible to notice, that from 1970 on 2003 bulk volume of transportations by four types of transport (railway, automobile, internal aqueous and pipeline) has dropped on 24,3 %, and in comparison with 1990 - almost in 2,4 times, despite constant growth of this index last five years (tab. 1.1). Yielded tables 1.2 testify to essential decrease in size of such index, as a total turnover of goods (on 25,4 % in comparison with 1990) at the outlined positive tendency of growth of this index since 1999 on 2003

In the circumstances the most preferable position on a pipeline transportation having stable rates of growth of volume of transportations and a turnover of goods looks, and also the minimum decrease in a turnover of goods in 2003 to level of 1990 which, however, is great enough and is estimated by size of 11,8 % at simultaneous growth of volume of transportations on 74,7 %.

On a railway transportation rates of growth of sizes of volume of transportations and a turnover of goods for the considered period are unstable. Despite a stable gain a turnover of goods (during 2000-2003) its level in 2003 has made 66,2 %, and in 2004 - 71,5 % to level of 1990. Similarly level of volume of transportations in 2003 has made 54,3 %, and in 2004 57,1 % to level of this index in 1990. Thus relative density of a turnover of goods carried out by rail for the investigated period has decreased for 19,1 %.

Transportations by an internal sailing charter have contracted most essentially and made on the end of 2003 only 17,8 % from volume of transportations of 1990

The described tendencies are characteristic and for motor transport of the Russian Federation.

The data presented in tables 1.1,1.2 [114] Table 1.1 1970 1975 1980 1985 1990 1995 2000 2001 2002 2003 2004 It is transported cargoes, million t 12119 17340 19880 20091 21548 9704 8410 8710 8934 9175 9420 % by 1970 (1970 = 100 %) 100 143,1 164,0 165,8 177,8 80,1 69,4 71,9 73,7 75,7 77,7 % to previous year 143,1 114,6 101,1 107,3 87,1 106,2 103,6 102,6 102,7 102,7 including. Railway 1648 2040 2048 2165 2140 1028 1047 1058 1084 1161 1221 % by 1970 (1970 = 100 %) 100 123,8 124,3 131,4 129,9 62,4 63,5 64,2 65,8 70,4 74,1 % by 1990 (1990 = 100 %) 77,0 95,3 95,7 101,2 100,0 48,0 48,9 49,4 50,7 54,3 57,1 % to previous year of 123,8 100,4 105,7 98,8 97,2 110,6 101,1 102,5 107,1 105,2 automobile 9857 14466 16775 16814 18288 8227 6428 6686 6851 6958 7062 % by 1970 (1970 = 100 %) 100,0 146,8 170,2 170,6 185,5 83,5 65,2 67,8 69,5 70,5 71,6 % by 1990 (1990 = 100 %) 53,9 79,1 91,7 91,9 100,0 45,0 35,1 36,6 37,5 37,9 38,6 % to previous year 146,8 116,0 100,2 108,8 85,6 106,3 104 102,5 101,2 101,5 including - branches of economy of 7853 11650 13597 14137 15347 6786 5878 6125 6348 6468 6568 % by 1970 (1970 = 100 %) 100,0 148,4 173,1 180,0 195,4 86,4 74,8 78,0 80,8 82,4 83,6 % by 1990 (1990 = 100 %) 51,2 75,9 88,6 92,1 100,0 44,2 38,3 39,9 41,4 42,1 42,8 % to previous year 148,4 116,7 104,0 108,6 86,5 107,0 104,2 103,6 101,9 101,5 - the general using of 2004 2816 3178 2677 2941 1441 550 561 503 490 494 % by 1970 (1970 = 100 %) 100,0 140,5 158,6 133,6 146,8 71,9 27,4 28,0 25,1 23,5 24,7 % by 1990 (1990 = 100 %) 68,1 95,7 108,1 91,0 100,0 49,0 18,7 19,1 17,1 16,0 16,8 % to previous year of 140,5 112,9 84,2 109,9 81,6 99,0 102,0 89,7 93,6 104,9 internal aqueous 311 406 481 537 562 140 106 113 100 100 113 % by 1970 (1970 = 100 %) 100,0 130,5 154,7 172,7 180,7 45,0 34,1 36,3 32,2 32,2 36,3 % by 1990 (1990 = 100 %) 55,3 72,2 85,6 95,6 100,0 24,9 18,9 20,1 17,8 17,8 20,1 % to previous year of 130,5 118,5 111,6 104,7 90,3 116,5 106,6 88,5 100,0 113,0 pipeline 303 428 576 575 558 309 829 853 899 975 1024 % by 1970 (1970 = 100 %) 100,0 141,3 190,1 189,8 184,2 102,0 274 281,5 296,7 322 338 % by 1990 (1990 = 100 %) 54,3 76,7 103,2 103,0 100,0 55,4 148,5 152,9 161,1 174,7 183,5 % to previous year 141,3 134,6 99,8 97,0 97,2 103,4 102,9 105,4 108,5 105,0 Dynamics of volumes of transportations of cargoes various types of transport [114, 170]

Table 1.2

1970 1975 1980 1985 1990 1995 2000 2001 2002 2003 2004 Turnover of goods, mlrd t-km of 2195 3162 3872 4193 5611 3359 3506,7 3631,9 3850 4185 4476 % by 1970 (1970 = 100 %) 100,0 144,1 176,4 191,0 194,8 96,9 159,8 165,5 175,3 190,7 203,4 % to previous year 144,1 122,5 108,3 102,0 100,0 105,9 103,6 106,0 108,7 107,0 including. Railway 1672 2192 2316 2506 2523 1214 1373 1434 1510 1669 1804 % by 1970 (1970 = 100 %) 100,0 131,1 138,5 149,9 150,9 72,6 82,1 85,8 90,3 99,8 107,9 % by 1990 (1990 = 100 %) 66,3 86,9 91,8 99,3 100,0 48,1 54,4 56,8 59,9 66,2 71,5 % to previous year 131,1 105,7 108,2 100,7 101,6 114,0 104,4 110 110,5 108,1 Relative density in a turnover of goods of 76,2 69,3 59,8 59,8 59,0 57,0 39,2 39,5 39,2 39,9 40,3 automobile branches of economy of 116 184 241 265 299 156 152,7 159,9 167 173 182 % by 1970 (1970 = 100 %) 100,0 158,6 207,8 228,4 257,8 134,5 131,6 137,8 144 149,1 156,8 % by 1990 (1990 = 100 %) 38,8 61,5 80,6 88,6 100,0 52,2 51,0 53,5 55,9 57,9 60,9 % to previous year 158,6 131,0 110,0 112,8 93,4 109,1 104,7 104,4 103,5 105,2 Relative density in a turnover of goods of 5,3 5,8 6,2 6,3 7,0 7,3 4,4 4,4 4,3 4,1 4,1 internal aqueous 164 208 228 243 214 90 65 76 73 71 77 % by 1970 (1970 = 100 %) 100,0 126,8 139,0 148,2 130,5 54,9 39,6 46,3 44,5 43,2 47 % by 1990 (1990 = 100 %) 76,6 97,2 106,5 113,6 100,0 42,1 30,4 35,5 34,1 33,2 36 % to previous year 126,8 109,6 106,6 88,1 103,4 106,6 117,0 96,1 97,3 108,5 Relative density in a turnover of goods of 7,5 6,6 5,9 5,8 5,0 4,2 1,9 2,1 1,9 1,7 1,7 pipeline 243 578 1087 1179 2575 1899 1916 1962 2100 2272 2413 % by 1970 (1970 = 100 %) 100,0 237,9 447,3 485,2 510,3 274,9 788,5 807,4 864,2 935 993 % by 1990 (1990 = 100 %) 19,6 46,6 87,7 95,1 100,0 53,9 74,4 76,2 81,6 88,2 93,7 % to previous year 237,9 188,1 108,5 105,2 98,4 100,6 102,4 107,0 108,2 106,2 Relative density in a turnover of goods 11,1 18,3 28,1 28,1 29,0 31,4 54,6 54,0 54,5 54,3 53,9 Dynamics of a turnover of goods on separate types of transport [114, 170]

Testify to its difficult situation, mainly on podotrasli "Motor transport", that is motor transport of the general using. As statistical data testify, volumes of transportations of cargoes on the end of 2003 made 23,5 % from level of 1970 and 16 % from level of 1990 and continue to contract.

Decrease in efficiency of functioning of motor transport is displayed in productivity reduction transportayh means, degree of use of park of cars at invariable and even some increasing number of a rolling stock. So, rates of growth of size of park of a cargo rolling stock from 2000 on 2003 make 1,9 % a year, and it is necessary to note stability of the yielded value. At the same time the use factor of cargo park makes only 36,2 %, and its size has the steady tendency to decrease since 1990 the cited data testify, in our opinion, to discrepancy of structure of a cargo motor-vehicle pool to structure of transported cargoes (a lack malotonnazhnyh cars for transportation melkopartionnyh cargoes, supersize cars-tractors on podotrasli). The productivity of cars calculated in t-km net on 1 ton of load-carrying capacity a day, also dropped for the same period and made on the end of 2003 48,3 % from level of 1990 However, despite so essential decrease, it is necessary to note and some retardation of rates of falling and even some growth of size of an index in 2000-2003 In our opinion, certain influence was rendered by some stabilisation of industrial outputs.

Analyzing motor transport indexes as a whole, it is necessary to notice, that departmental transport most effectively today functions. By some estimations [37, 42, 114, 170] by such enterprises it is carried out about 88 % from total amount of automobile transportations of cargoes. Growth of quantity of subjects of the market of autotransportations also occurs, mainly, at the expense of departmental transport. One of factors of competitiveness of independent transport agencies is fast prisposablivaemost to the changed structure of demand for transport services.

Considering change in structure of transported cargoes it is logical to speak about an increasing role of motor transport in logistical systems.

Development of market relations raises level of requirements to an overall performance of a transport complex and motor transport as one of its components. Experience of economically developed countries testifies, that the increasing number of the motor transportation enterprises (ATP) appear included in logistical systems of various kinds and levels that demands maintenance of performance of three philosophy of logistics: "precisely-in-time", "from-door-to-door" and with the least expenses and losses. From the point of view of the logistical concept, transport as the component of logistical system, itself is the difficult system including material base with which help cargoes are transported, and also an infrastructure providing its functioning [84, 172].

Thus, the overall performance of the motor transportation enterprises is in many respects defined by corresponding level of presence and efficiency of many providing structures traditionally named an infrastructure of transport. The analysis of the economic literature [88, 110] allows to evolve some functional subsystems of an infrastructure: financially-credit, external economic, trading-intermediary, economic-legal, economic-information, technological. It is necessary to notice, that the specified subsystems are various on degree of influence on efficiency of motor transport. Considering specificity of branch, it is possible to notice, that the greatest influence the technological subsystem of an infrastructure traditionally including highways and objects of service on them, preparation and cargo handling complexes, in particular, renders terminal complexes, servicing deports and repair of a rolling stock and, at last, system of power supply of motor transport.

Considering the specified elements of a technological subsystem of an infrastructure of transport, it is simple to notice, that in turn each of them is a final link of a "perpendicular" logistical chain, i.e. An element which is carrying out logistical function of realisation.

The above-stated also in full to a measure falls into to system of power supply of motor transport. Crosspoint of "perpendicular" logistical chains is the link the vehicle - a filling station (fig. 1.2). As the basic the logistical chain of an abstract product is considered, in the general view to present which it is possible a number of consecutive stages of transformation of a feed stock in a finished product till the moment of its realisation. Transportation stages are carried out by the various types of transport which set varies depending on specificity of a considered product.

The logistical chain of production of the mineral oil acting as energy sources, consumed by motor transport, is built by the same principle from a stage of an oil recovery to a stage of realisation of final mineral oil (benzine, solar oil) to the consumer (vehicles) through system of gasoline stations (gas station) or refuelling complexes (AZK).

The gasoline station is point of application of interests of two branches: motor transport (AT) and a petroleum-refining industry. On the one hand, the gas station network is one of components of an infrastructure of the motor transport, making significant impact on efficiency of its functioning. This influence can be displayed as supplied for realisation through the gas station of products of oil refining, in the organisation of service of vehicles directly at the gas station, a level of development of a network of refuelling means as a whole. With another, the gas station - a final link of system of oil refining if to have

In a kind realisation of combustive-lubricating materials (PETROLEUM PRODUCTS). Therefore the complex analysis of efficiency of an infrastructure of motor transport, in our opinion, should be carried out on the basis of the analysis of "perpendicular" logistical chains. So, yielded tables 1.3 testify to growth of production and transportation of oil cargoes since 1999 on 2003

The cited statistical data testify to constant increase in rates of growth of transportations and a turnover of goods of oil cargoes long distance pipe lines.

Meanwhile, volumes of consumption of fuel the enterprises and the organisations as motor transport of the general using, and economy branches continue to drop (tab. 1.4).

Table 1.4

Consumption of fuel by the enterprises and the organisations of the automobile

Transport [140, 141, 142] 1991 1995 2000 2001 2002 2003 2004 Consumption of fuel by the enterprises avtomo bilnogo transport of the general using *, thousand t - automobile benzine 5264 2955 2066 1887 1790 1704 1579 Индекс* consumption of automobile benzine 0,84 0,97 0,91 0,95 0,95 0,93 - solar oil 8797 5663 5139 4712 4948 4934 5399 Index of consumption of solar oil 0,96 1,13 0,92 1,05 0,997 1,09 Consumption of fuel by motor transport before prijaty and the organisations of branches of economy, million t - automobile benzine 22,4 12,7 9,4 8,7 8,4 7,9 7,6 Index of consumption of automobile benzine 0,86 1,0 0,93 0,97 0,94 0,96 - solar oil 18,2 10,5 9,4 9,0 8,7 8,8 9,1 Index of consumption of solar oil 0,93 1,13 0,96 0,97 1,01 1,03 * without subjects of small business ** chain indexes

Table 1.3

1990 1995 1999 2000 2001 2002 2003 Indexes of production of all kinds of production 99,9 96,7 111,9 104,9 103,7 107,0 Oil-extracting industry 93,6 96,3 100,5 105,9 107,7 108,9 111,2 Petroleum-refining industry of transportations of oil cargoes of 97,2 101,2 101,8 102,2 102,7 104,7 102 Volumes on types of transport, million t 891,2 498,2 475,3 494,8 524,6 588,8 647,3 Indexes of volume of transportations 99,6 101,8 104,1 106,0 112,2 109,9 Railway, million t 246,7 150,0 145,4 155,2 158,7 178,8 206,2 Indexes of volume of transportations 95,8 106,1 106,7 102,3 112,7 115,3 Pipeline, million t 558,1 308,8 303,0 317,8 344,6 385,5 432 Indexes of volume of transportations 97,2 100,0 104,9 108,4 111,9 112,1 Sea, million t 53,4 26,3 14,9 10,0 7,8 10,0 9,1 Indexes of volume of transportations 223,4 85,6 67,1 78,0 128,2 91,0 Internal aqueous, million t 33 13,1 12,0 11,8 13,5 14,5 *. • Indexes of volume of transportations 92,3 123,7 98,3 114,5 107,4. • Volumes of transportations of oil cargoes on main pipeline, million t 558,1 308,8 303,0 317,8 344,6 385,5 432,0 Indexes of volume of transportations 96,3 100,0 104,9 108,4 111,9 112,1 Oil 497,9 287,9 282,1 294,6 319,7 359,8 404,3 Indexes of volume of transportations 96,1 100,0 104,4 108,5 112,5 112,4 Mineral oil 60,2 20,9 20,9 23,1 24,9 25,7 27,6 Indexes of volume of transportations 100,0 100,0 110,5 107,8 103,2 107,4 Turnover of goods of long distance pipe lines (oil cargoes), mlrd t-km 1240 668 710 745 797 896 1003 Indexes of volume of transportations 98,4 102,7 104,9 107,0 112,4 111,9 Oil 1198 650 685 718 769 867 971 Indexes of volume of transportations 97,5 102,2 104,8 107,1 112,7 112,0 Mineral oil 42 19 24 27 28 30 32 Indexes of volume of transportations 150,0 114,3 112,5 103,7 107,1 106,7 Similar decrease was reflected in commodity structure of sales of the large and centre organisations of wholesale trade - from 1995 on 2003 the share of sales of automobile benzines has dropped from 22,9 % to 14,4 %, solar oil - from 11,9 % to 11,5 %.

However, according to experts and representatives of the large oil companies [17, 18, 20], last years essential growth of volumes of realisation of benzines and solar oil through networks of gasoline stations is marked, i.e. In retail trade. In our opinion, the reasons of a similar situation is the increase in park of vehicles in the property of citizens and reduction of quantity of a rolling stock of the general using (podotrasl "Motor transport") (tab. 1.5), and also growth of number of small and centre subjects of the market of transport services.

Table 1.5

Rolling stock presence in branches of economy of Russia, thousand sht

[114, 170] Indexes Years 2000 2001 2002 2003 2004 1. Lorries, including 4122 4218 4331 4363 4470 - AT the general using 128 110 89 71 57 - in the property of citizens 1548 1678 1888 1966 2118 2. Buses, including 624 648 687 715 747 - buses of the general using 109 107 101 93 86 3. Cars, including 20247 21152 22342 23271 24091 - in the property of citizens 19061 19971 21088 22046 22812 - Structure of park, %

The cargo

Buses

Automobile 16,5 16,2 15,5 15,4 15,25 2,5 2,5 2,5 2,5 2,55 81,0 81,3 82,0 82,1 82,2

It proves to be true statistical data about realisation of mineral oil in the regional oil markets. So, in Stavropol Territory realisation of mineral oil in the oil market has changed in 2001-2003 in comparison with 1998-2000 towards the retail market. Realisation a nave - teproduktov in the wholesale market of Stavropol Territory has decreased from 998 thousand tons in 2000 to 604 thousand tons (for 39,5 %) in 2003; in the retail market of edge, opposite realisation has grown from 378 thousand tons in 2000 to 779 thousand tons (in 2,1 times) (tab. 1.6) [55, 130, 151, 159].

Table 1.6

Dynamics of realisation of mineral oil in Stavropol Territory, thousand tons Indexes Years 2000 2001 2002 2003 in % by 2002 It Is realised in the wholesale market by the enterprises and the organisations - only 998 708 681 604 60,5 including

Benzines automobile 162,5 160 160 150 92,3 fuel diesel 334 336 326 318 95,5 black oil furnace 465 171 153 99 21,3 Is realised in the retail market - only 378 468 664 779 in 2,1 times including

Benzines automobile 186 259 406 487 in 2,6 times fuel diesel 182 206 248 271 149,0 black oil furnace 7 - 9 20 in 2,8 times

Increase in volume of realisation of engine fuel in the retail market of Stavropol Territory it is caused, in particular, by sharp growth of quantity of a rolling stock in edge. During 2000-2004 the quantity of lorries has increased by 27 % (on 22,6 thousand sht) [159].

The forecasts executed by the Ministry of Economics of the Russian Federation for the period till 2005 even without cars of foreign production, testify to the further growth of park of vehicles. According to the forecast the increase in the market of lorries of a domestic production in 2005 to 240-265 thousand sht in a year is expected, i.e. The park of lorries will increase to 4,5 million sht in 2005 the Basis in total amount of sales of 2005 will make malotonnazhnye cars load-carrying capacity to 2 t - 120-138 thousand sht and supersize cars (from above 8) - 40-42 thousand sht at reduction of number of middling tonnes cars. The bus fleet under the average forecast will make 545 thousand sht, including 155 thousand sht

Buses of the general using, park of cars - not less than 20-24 million piece

The yielded forecast proves to be true actually developed rates of growth of production of vehicles [114, 170] and increasing import of a rolling stock. The volume of import of lorries during 2000-2003 has increased in 5,1 times and has made 39638 sht; cars in 3,4 times; buses in 1,9 times [114, 170].

Thus, it is possible to assume the further increase in consumption automobile topliv in a retail network that staticizes a problem of development of a network of gasoline stations.

Quantity of gasoline stations in the Russian Federation during 2000-2003 has increased by 39,3 % and has made in 2003 3,9 thousand units [114].

Today networks of filling stations in large cities of the Russian Federation, in particular Moscow and St.-Petersburg are most developed. So, on the data received from various sources [18, 42, 56, etc.], in Moscow more than 600 gas stations of various capacity now are operated at an aggregate number of park of vehicles of 2,5 million unit In St.-Petersburg park of cars totals 1 million unit, thus quantity of the gas station more than 300. Thus, in Moscow one gas station serves on the average about 4200 cars, in St.-Petersburg - more than 3300 cars. Comparison of the resulted values with similar indexes in economically developed countries specifies in significant backlog in development of a network of the gas station of the Russian Federation. So, in Germany this index makes 1914 buses/1 the gas station, in Switzerland - 1607 buses/1 the gas station, in the Great Britain - 1508 buses/1 the gas station etc. [61].

Thus, the conclusion about an insufficient level of development of a network of the gas station in the considered regions is obvious. Today the requirement for additional gasoline stations, for example, in St.-Petersburg is estimated in 200 units (according to Committee on town-planning and architecture), or in 70-100 units (according to License chamber of St.-Petersburg).

However now development of the regional markets of mineral oil consists not only in definition potrebnogo quantities and rational placement of the gas station, but includes also following directions:

Development of a network of distribution centres;

Upgrading of transportation of mineral oil.

The gas station network develops now dynamically enough, the same conclusion can be made and with reference to a network of tank farms. So, for example, if several years ago in St.-Petersburg the unique tank farm intended for storage of refined oils, serving a little large operators of the retail market today the quantity of oil storages has considerably increased operated. The large companies - Neste, LUKOIL - are oriented on building of own tank farms. The majority of small wholesale dealers mineral oil, not having own means for storage and transportation of mineral oil, conclude dogovory with small tank farms, account warehouses of combustive-lubricating materials of the large enterprises if to consider, that the bottom threshold of fillability of storehouses makes 10-15 % (are at level of "the dead rests, i.e. Not commodity fuel), and top - does not exceed 40 % at traditional level of break-even of a tank farm in 20 cycles oborachivaemosti in a year, such oil storages should provide not less than 50 turnover cycles. In these conditions of a problem of their rational placement, an economic substantiation of building and modernisation, the work organisation also get a special urgency.

It is necessary to consider also, that the quantity of the companies engaged nefteproduktoobespecheniem appreciably has increased. So, research of the market of mineral oil in Stavropol Territory in 1994, is shown, that fuel was supplied in region by only two oil companies [4, с.40]. In 2004 the situation has changed and in the regional market of engine fuel 400 enterprise structures [159] functioned already.

The analysis of activity of the fuel companies shows, that only small part of the companies is equipped by park of the modern gasoline tank trucks providing appropriate protection of fuel in the course of its transportation. In particular, according to [42], in St.-Petersburg from 430 enterprises and the private businessmen who are engaged in wholesale realisation of mineral oil in a city, only 4 firms have similar vehicles, as a whole the requirement of a city marketing network is satisfied with them only on 20 %. Thus, the primary goal consists, first, in creation of the transport park equipped with modern nature protection, control and saving up systems, and, secondly, in the organisation of its functioning.

Thus, at significant reduction of indexes of transport work on all types of transport, including motor transport of the general using, consumption automobile topliv through a retail network last years essentially increases, that is connected, mainly, with increase in quantity of subjects of the market of transport services (the small and centre enterprises, private businessmen), growth of park of cars. The yielded processes inevitably result in activization of development of final links of a logistical chain of power supply of transport, in particular the Tank farm - Transport - the Gasoline station.

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A source: Geiev Mauladi Arbievich. Organizational-economic management methods automobile transportations of mineral oil in a distributive network "the Tank farm - gasoline stations": the Dissertation of a Cand.Econ.Sci.: 08.00.05. - Stavropol,. 2007

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