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The most delicate and complex of ESP routes for Kazakhstan, of course, is Trans-Caspian, which leads to Europe bypassing Russia. He is particularly active in recent times, marked by the sanctions war of Western countries with Russia, the actual ban on the transit of Ukrainian cargo to Asia, as well as the blocking of Turkish cargo for months.
The trans-Caspian Silk Wind route was developed at the end of 2012 as part of TRACECA. In 2014, Kazakhstan, Azerbaijan, Georgia, Turkey and China established a coordinating committee for the development of the Trans-Caspian International Transport Route (SC TMTM). Later it included "Ukrzaliznytsya" and "Ukrferi" (Ukraine), Translogistic (Moldova) and PKP LHS (Poland). And from July 1, 2016 on the route, preferential tariffs for participating countries were launched, which allowed to bring the cost of shipping the container to the Russian route: about $ 5,500 per container, which, although much more expensive, but 3 times faster than the sea and almost $ 2,000 cheaper than in 2015.
As the vice-president of the Union of Transport Workers of Kazakhstan Yuri Lavrinenko informed at the 6th Central Asian Forum, the permanent office of TMTM will now be located in Astana, and the coordinating committee is transformed into an association that will include all new members. Recently, the Hungarian Rail Cargo Hungaria Zrt joined the project, which will make it possible to use the possibilities of Zakhon, Epereshke and the terminal of CJSC "BILK". Shortly before that, Ukraine and Lithuania signed a memorandum on merging the container train Viking with TMTM. Thus, the EU, which now has a free trade zone with Ukraine, can supply goods to China and Central Asia, bypassing Russia.
This year, it is necessary to pass up to 53 container trains on the routes China-Baku, China-Tbilisi, China-Istanbul (KTZ data). It is also planned to launch them from the Baltic countries through the Black Sea ports, with integration with Nomad Express in Central Asia and China.
The Trans-Caspian route is the most difficult because it is often forced to change the modality and cross many borders. Alistair Klein, who consulted TRACECA in his time, believes that the route remains slower and more expensive compared to what goes through Russia, in part because in this direction there is no infrastructure left from the USSR, but mainly due to the lack of a common market, low trade flows and problems typical of the customs and borders of the region with bureaucracy and corruption.
Kazakhstan in 2016 improved its position in the international logistics rating (LPI), moving from 88 seats to 77 among 160 countries. However, according to Lavrynenko, respondents note significant problems: transport companies are not customer-oriented; very few offer comprehensive services, long distance transit is associated with a large number of intermediaries; general logistics costs account for a large share of the turnover of commercial transactions (at least 22%, while in the OECD countries - 10-12%); significant obstacles remain at customs - there is a gap between what is institutionalized and what can be implemented (electronic declaration, the use of a single declaration on multimodal routes, etc.). There is no integrity of the information on cargo transportation, there are not enough qualified logisticians. The lowest scores in Kazakhstan are the timely delivery and the cost of international freight.
However, the leadership of KTZH says that already in 2020 it intends to achieve 40th place in this rating.