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Primorye oppose Samarga? EastRussia studied Samarga transport corridor project - EastRussia | Analytics of the East of Russia

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Primorsky contrast Samargu?

The project to straighten the Transsib through the most difficult parts of the Sikhote-Alin was made at the Eastern Economic Forum. Correspondent of EastRussia understood the question: is it a myth or a reality?

Primorsky contrast Samargu?
The authorities of the Khabarovsk Territory will support the project for the construction of a transport and logistics center (TLC) at the Rakitnoe site in the Khabarovsk ToR, as the first step in the implementation of the Samarga international transport corridor project. The agreement on the project support was signed on the eve of the second Eastern Economic Forum by representatives of Samarga-Holding LLC (General Director Alexander Vasilyev) and ANO Agency for Investment and Development of the Khabarovsk Territory.

The Rakitnoye transport and logistics center will be the first object to be created as part of the Samarga international transport corridor project, and the opening of the Khabarovsk railway link, Samarga, will give impetus to the economic development of both the Khabarovsk Territory and Primorye. ” Director of the project initiator of the project "Samarga" Alexander Vasiliev.

The project on the creation of an international transport corridor with the construction of a universal sea port in the village of Samarga (Terneysky district, Primorsky Krai), a dry port in the Khabarovsk TOR and a railway that will be serviced by special cargo tankers on liquefied gas was presented at the Eastern Economic Forum in Vladivostok.

For modern realities, the project looks simply cosmic: in the Adimi Bay, where the Samarga River flows, a state-of-the-art port will be built, focused on the export of goods. Around the port there is a modern social infrastructure. The Trans-Siberian Railway will be connected by a railway built through the highest mountain part of the Sikhote-Alinsky mountain range. "The port" branch to the Trans-Siberian Railway will be adjoined just at Rakitnoye - in the same place where the "dry port" will be built at the first stage.

The preliminary total cost of the project is estimated at 420 billion rubles, of which 200 billion is supposed to be spent for the construction of the port, 210 billion for the construction of the railway, and slightly more than 6 billion for the "dry port" in Rakitnoye. The main amount of investment, said Alexander Vasilyev, is expected to attract private sources, in particular, Chinese and Japanese banks. According to the ambitious plans and the volume of investments - this is perhaps one of the most financially-capacious and at the same time, ambiguous projects voiced "in vain" by the WEF, some experts believe.

As a base for construction on the sea coast it is proposed to use the port-point of the company "Terneyles" for timber transshipment. The infrastructure should be increased by cargo turnover up to 80 million tons: containerized (1 million containers in 20-foot calculation), coal (20 million tons) and universal (10 million tons) terminals, as well as transshipment facilities for oil products (10 million tons) and processing of ferry cargo vessels (10 million tons).

The main task of the new international transport corridor (ITC) is to ensure foreign trade. As stated by Alexander Vasilyev, the ultimate goal of the project is to minimize logistics costs and increase the trade and transport flow between Russia and the countries of the Asia-Pacific region (APR). According to him, MTK "Samarga" is located on one of the most promising directions of the Far East. The corridor will shorten the range of freight traffic on the Trans-Siberian Railway by 550 km. The proximity of the future transshipment complex to the APR countries (the distance to the Japanese port of Wakkanai is 300 km) makes it possible to attract transit cargo flows.

"This transport corridor will be able to serve most of the ports of the Russian Far East, as well as Japan, China, and Korea. We expect that the construction of a logistics terminal, port and railway will provide a powerful synergetic effect for the entire economy of the Far Eastern Federal District, "he said. Alexander Vasiliev.

The project allows for 550 kilometers to shorten the route along the Trans-Siberian Railway and accelerate the delivery of goods to the European part for 1,5 days. In monetary terms, this is an economy of 350 rubles per ton, Alexander Vasiliev believes. Preliminary arrangements have already been reached with potential partners in China. The company is looking for investors in other countries as well. In China, the official agent of the investment project will be the Commercial and Industrial Bank of China, in Japan - the business association ROTOBO. According to the plans of the initiators of the project, under the optimistic scenario for construction, it will take 7-8 years, after which freight traffic will begin, with a pessimistic start, scheduled for May 2026.

However, with the estimated reduction in the passage of cargoes at 550 km, the total length of the railway line in 360 km declared in the project (the extended length is 900km) will have to pass through the most difficult places in terms of relief - the spurs of the Sikhote-Alin. This is the construction of fortifications, rock work in punching tunnels and other "delights" of laying ways, the estimated cost of which by the time the project is implemented can double or even triple. Saving 350 rubles per ton of cargo in this scenario does not look convincing, some experts believe.



Many questions arise among ecologists: from 360 km of railways, most of them will pass through the territory of Pozharsky and Terneisky districts of Primorsky Krai. These sparsely populated taiga regions of the region are the traditional traditional places of residence of small peoples of Primorye, where untouched by loggers and taiga builders will inevitably be subjected to partial logging, and the mechanisms for restoration of the ecosystem after construction by the project are either not provided for, or not yet announced.

Another "narrow" place is the Samarga River basin in the Terneysky district, which is a place of compact residence for the Udege people.In one way or another, despite the economic attractiveness of the project in the hope of a flow of transit through the taiga, the small people living there are primarily the priority right of land use. Forest, taiga - it's bioresources, fish, beast, gathering, - the basis of vital activity of these nationalities, which, given the volumes of planned works and the lack of recultivation projects for the restoration of the ecosystem can seriously suffer, if not irretrievably disappear, - say environmentalists.

However, the most important question that arises in the project is the potential cargo base, which will (or will not) go in a new direction. So, stevedores interviewed by the business newspaper "Golden Horn" are unanimous in their skepticism about the new project: "It's all in the cargo base, and its authors do not announce the project today. If we talk about export potential, then, of course, the number one coal today. But transshipping coal through the northern terminal is unprofitable, and the environmental factor becomes an insuperable barrier. So, there is a forest, and the volumes of its transshipment in recent years are not so significant to build a new terminal for them, "says a representative of one of the seaports.

The head of the transport infrastructure sector of the Institute for Economic Research (IEI) FEB RAS Anna Bardal in the commentary, the Kommersant newspaper draws attention to the fact that the project did not pass the usual preliminary stage of discussion among industry specialists and in the scientific community. The expert is also surprised by the “lack of interaction with the Far Eastern Railway”: “The development plans of the Eastern Proving Ground are spelled out It follows from this that there are no plans to attract building capacity, purchase rolling stock, locomotives. If the company intends to build a section of the railway with a length of 360 km on its own, then at "Mechel" we see what it can turn, "- says Ms. Bardal.

At the same time, at least one "window of opportunity" for the new project editors EastRussia was able to detect. It lies in the long-term synchronization of the transport corridors "Primorye-1", "Primorye-2" and "Samargi" among themselves.

On According to Director for Development of PortNews IAA Hope Malysheva, In the medium term, the export potential of the ports of the Far East will be in demand. But if RZD does not accelerate with the expansion of railway approaches, the opportunities for port infrastructure will remain uncovered, the expert notes in the EastRussia commentary.

"The message of the Khabarovsk Territory is understandable," said one source of EastRussia, "today the region passes through itself the entire volume of the Transsiberian Transit, obviously the desire to earn on it, while the" window of opportunities "arises in connection with the implementation of the ITC in the Primorsky Territory. Primorje-1 and Primorye-2 to 45 million tons per year It is clear that a new port infrastructure is planned for Primorye, for example, in Zarubino, but the effect of the development of the MTK on the operating ports may be I'm unpredictable - under certain circumstances, Chinese cargo can so tightly occupy the maritime transshipment capacity that Transsib will simply be blocked by Russian cargo. "

The total investment in the Primorye-1 and Primorye-2 transport corridor projects is about 300 billion rubles. “Thus, at cost, the projects of the ITC in Primorye and Samarga are at least comparable with each other,” the source continues. “And if the ports of Primorsky Krai actually switch to full-fledged service for the cargo base of the Northeast provinces of China, direct output Transsib to the sea, bypassing all the old infrastructure (which is what the Samarga project offers), may be in demand. "