ISSN 2221-9935 (Print) ISSN 2306-8000 (Online)

ASIA-PACIFIC JOURNAL of MARINE SCIENCE&EDUCATION

VOLUME 10, No. 2, 2020

Adm. Nevelskoy Maritime State University Vladivostok, As ia -Pacific Journal of Marine Science&Education Журнал о морской науке и образовании в АТР Founder and Publisher – Federal State Budgetary Educational Instituon of higher education “Maritime State University named after admiral G.I.Nevelskoy/Учредитель и Издатель – Федеральное государственное бюджетное образовательное учреждение высшего образования «Морской государственный университет имени адмирала Г.И.Невельского» Published two times a year/ Публикуется два раза в год

ADVISORY BOARD/Редакционный совет

Dr. Oleg A. Bukin, MSUN, Vladivostok, Russia Dr. Park Song Jun, Korea Maritime Institute, Republic of Korea Dr. Andrey I. Fisenko,Economics&Management in Transport, MSUN, Vladivostok, Russia Dr. Aleksandr A. Lugovets, MSUN, Vladivostok, Russia Dr. Dovchin Myagmar, Institute for Geopolitical Studies, Ulan Bator, Mongolia Dr. Seregei Yu.Moninets, MSUN, Vladivostok, Russia Dr. Leonid P. Reshetnikov, Russian Institute for Strategic Studies, Moscow, Russia Dr. Alexander N. Vylegzhanin, MGIMO University, Moscow, Russia

EDITORIAL BOARD/Редакция Executive (Chief) Editor / Исполнительный (главный) редактор Nikolai I. Pereslavtsev/Н.И.Переславцев Editors/Редакторы Anatoly I. Azovtsev, Anastasia O. Barannikova, Pavel B. Kirichenko, Dr. Vladimir A. Lazarev, Dr. Aleksandr A.Lentarev, Dr. Natalia G. Levchenko Dr. Sergey V. Sevastianov, Dr. Sergey M. Smirnov, Dr. Alexey Yu. Strelkov, Dr.Mikhail V.Voiloshnikov

The opinions expressed by authors do not necessarily reflect those of Adm. Nevelskoy Maritime State University or the Editors of -Pacific Journal Of Marine Science&Education. Reproduction of the contents without permission is forbidden.

Address of the Founder, Publisher, Printing office and the Editorial Board: 50a, Verhneportovaya st., Vladivostok, Russia, 690003/Адрес учредителя, издателя, типографии и редакции: 690003, Россия, г. Владивосток, ул. Верхне-Портовая, 50а. E-mail/Эл.почта: [email protected]; [email protected] Phone/Fax/Тлф/Факс: +7(423)230-12-21 Copyright © 2020 by Adm. Nevelskoy Maritime State University ISSN 2221-9935 (Print) Registration No. ПИ №FS 77-44105, March 9,2011/ ISSN 2306-8000 (Online) Регистр. номер ПИ №FS 77-44105 от 9 марта,2011 Circulation – 40 copies/Тираж 40 экз. Free price/Цена свободная

ASIA-PACIFIC JOURNAL Of MARINE SCIENCE&EDUCATION

CONTENTS

April, 2021 VOLUME 10, NO.2

Foreword……………………………………………………………………… .4 Anna K.Voronenko Specifics and main trends in the development of container transportation through the ports of ……………………………………………………5 Aleksandr R. Melnikov, Marina A. Melnikova, Elizaveta Yu.Baranova Northern Sea Route: an international transit corridor or a zone for export of Russian natural resources?.………... ….. ………………………….……………11 Felix A.Shamrai The Northern sea transit corridor as the future of Russia in global logistics ……18 Dmitry S. Kopyev Some aspects of increasing the competitiveness of container service via the Trans- Siberian railway………………………………………………………………….29 Mikhail V. Kholosha, Gotov Dagerjav, Sergei M. Smirnov Mission of Russia in creating the NEA integrated transport logistics network…34. Aleksandr V. Savelyev Results of studies of ecological state of waters and sea bottom soils in the estuary…………………………………………………. …………………..…...49 Aleksandr A. Lentarev Comparative analysis of requirements for instructors and assessors involved in seafarers’ training………………………………………………………………..67 Aleksei Yu. Strelkov Teaching maritime English during COVID-19 pandemic …………………….. 79 Boris I.Tkachenko Territorial disputes in the South China Sea. Scarborough shoal……………….. 89 Contributors……………………………………… ……………………..… 111 Article abstracts in Russian……………………………………… ……..… 113

FOREWORD

Mikhail V. Kholosha Admiral Nevelskoy Maritime State University, Vladivostok

The main theme of this issue (about half of the articles) is Transnational logistics. Among the reasons hindering the development of transport communications and the world economy, we often see a lack of synchronization in the strategy and implementation of projects. This is largely due to the current situation around the world, in particular in NEA, characterized by pronounced turbulence in matters of rivalry and cooperation in politics and economics, weighed down by the effects of COVID-19 pandemic. Transport is a vital branch of the economy of every state, and its significance in this matter is multifaceted: as transport, as a mechanism for servicing the economy's demand for transportation, as a tool for development and cooperation. The development of transport largely determines the spatial accessibility and level of development of territories, living standards and mobility of the population, freedom of movement of goods and the availability of services, foreign economic activities. Improving the efficiency of international regional infrastructure (ports, sea and land routes) and logistics services is associated with the combination of different routes and logistics ideas, with the creation of an international integrated transport and logistics network capable of serving different multimodal routes. This approach should ensure both the efficiency of transport and its contribution to the development of the region at the macroeconomic level. Therefore, today it is important to be able to form a new vision of the prospects for the development of the transport system based on strengthening cooperation in various formats.

SPECIFICS AND MAIN TRENDS IN THE DEVELOPMENT OF CONTAINER TRANSPORTATION THROUGH THE PORTS OF RUSSIAN FAR EAST

Anna K. Voronenko Admiral Nevelskoy Maritime State University, Vladivostok

Abstract: The article discusses the features of container traffic through the container terminals in the Far East of Russia, analyzes the factors that influenced the dynamics and structure of container traffic. The article describes the features of container lines operating through the ports of Vladivostok and Nakhodka and the impact of these features on the market of transport and logistics services in the region. Keywords: Far East, Primorsky Territory, container transportation, seaports, shipping lines, seasonality.

The maritime transport market of the Far Eastern basin of the Russian Federation as a whole is steadily growing, including foreign trade and coastal shipping. The economic situation in recent years is characterized by complex processes that contribute to a change in the structure of transportation, the redistribution of goods along routes, including creating new ones. The bulk of the container traffic in the Russian Far East passes through the ports of Vladivostok, Vostochny, Nakhodka (fig. 1, below). For a long time the seaports of the Far East were characterized by a steady and significant increase in container traffic in all directions (export, import, transit, coastal). [1] 2015 was the only exception, when the trend for an increase in container turnover in the ports of the south of Primorye was broken due to political reasons which caused economic impact. The main changes then took place in the segment of foreign trade transportation. The recovery of the previous dynamics did not happen immediately: the container turnover of the ports of the Primorsky Territory exceeded the level of 2014 only in 2018, and in 2019 it practically reached the mark of 1.5 million TEU. [2] The coastal segment, which retains a significant share in the structure of cargo transportation required for the construction of industrial facilities and supply of consumer goods in territories that do not have regular land connections with

the mainland (, Magadan, Chukotka, Kamchatka), for a long time (more than 10 years) maintains stable volumes.

Primorsky Territory (Vladivostok, Nakhodka, Vostochny, Zarubino) 80.9%

1,92 million TEU

Fig. 1. Seaport container turnover structure in the territories of the Far East, 2020 (%)

TEU

Fig.2. Dynamics of container handling by stevedoring companies in Primorsky Territory, 2010-2019 (in TEU)

According to the results of 2020, the container market of the Far East showed growth again, despite the difficult overall situation. Nikolaevsk-on-Amur became the leader in terms of container turnover growth in 2020 - almost a six fold growth. In addition to traditional cargo and directions, in recent years this seaport has been handling cargo necessary for the implementation of a number of projects related to the development of federal infrastructure projects, for example, such as the construction of the Amur Gas Processing Plant (GPP). In absolute terms, a significant increase in container turnover occurred at “Vostochny Stevedoring Company LLC” (+58,000 TEU), which regularly launched new services and opened a customs warehouse last year. PJSC "Vladivostok Commercial Sea Port” also increased container handling, but the increase is lower than the previous year. The growth of container turnover took place at the terminals that pursue a consistent policy of attracting cargo traffic to their berths: “Vladivostok Sea Port Pervomaisky LLC” (VMPP+ 39.9%), OJSC “Vladivostok Sea Fishing Port” (+ 4.1%).

The main trends of recent years are as follows: - the share of loaded containers in exports is increasing (typical for all terminals in this segment), which indicates some growth in the export segment in foreign trade; - a significant impact of the dynamics of the international market for container equipment and the strategy of key players, shipping companies on the Russian market of foreign trade transportation, which was largely demonstrated by the situation with a shortage of empty containers that emerged at the end of 2020 [3]; - growth in the export of metals and timber cargo in containers; - growth of LCL cargo transportation. Due to a difficult situation with air traffic at the beginning of 2020, regular congestions at land border crossing points caused by the implementation of quarantine measures, a sharp jump in the cost of transportation - all these factors stimulated an explosive growth in demand for LCL cargo transportation by maritime transport;

(End of introductory fragment)

NORTHERN SEA ROUTE: AN INTERNATIONAL TRANSIT CORRIDOR OR A ZONE FOR EXPORT OF RUSSIAN NATURAL RESOURCES?

Aleksandr R. Melnikov Admiral Nevelskoy Maritime State University, Vladivostok Marina A. Melnikova Admiral Nevelskoy Maritime State University, Vladivostok Elizaveta Yu. Baranova Admiral Nevelskoy Maritime State University, Vladivostok

Abstract: The article analyzes the prospects for integrating the Russian Northern Sea Route into the global transit system for the delivery of consumer goods from Asia to Europe in the context of global competition of international transport corridors and geopolitical standoff of the great world powers in the Arctic Region. Key words: international transport corridor; transit; container ships; ice escorting; icebreaker fleet; competition in the transportation market; geopolitical standoff; Russian territorial waters

In 2018 a historic event took place in world shipping industry: the first specialized vessel, an ice-class container feeder with a reinforced hull of the Danish shipping company Maersk Line "Venta Maersk" with a capacity of 3,600 TEU, made a voyage to Europe along the Russian Northern Sea Route (NSR).

Pic. 1. Ice-class container feeder “Venta Maersk”

On August 23, 2018, the ship took on board 1,400 containers of frozen fish products at the container terminal of Vostochnaya Stevedoring Company LLC in Nakhodka and on August 25 left for Busan, South Korea. On August 28, in the port of Busan, 600 additional containers with electronics were loaded onto the ship and then the container ship headed for the Arctic [3]. The safe passage from the ice edge of the East Siberian Sea to the ice edge in the Laptev Sea was provided by the Russian nuclear icebreaker "50 years of Victory", which on September 8, 2018 took the "Venta Maersk" under the escort, the average speed of which was 11 knots. The caravan took the shortest route through the Sannikov Strait (joins the Laptev Sea and the East Siberian Sea) and on September 11, the escort was completed, "Venta Maersk" then continued its route independently. On September 22, 2018, the ship reached the port of Bremenhafen (Germany), where part of the cargo (South Korean electronics) was unloaded, and on September 28, 2018, the container ship arrived at the final point of the route – the seaport "Big Port of St. Petersburg", the terminal "Petrolesport" [8]. As a result, the full sea route of the container ship "Venta Maersk" took 28 days. The test journey was completed successfully, but the management of the Danish company noted that at present they do not consider NSR as a commercially viable alternative to other routes. Is such decision a result of anti-Russian sanctions and an attempt to discredit the route across the Russian Arctic? Or is “Maersk "eyeing" NSR with plans for distant future, and in case competitors: shipping companies Cosco, MOL etc. begin to develop this route? Currently, in the field of transit transportation of non-primary goods (consumer goods), the Northern Sea Route cannot compete, for example, with the traditional Southern sea transport "corridor" along the Indian Ocean through the Suez Canal to the Mediterranean Sea and further, around Europe to the Baltic Sea, where world shipping leaders (including “Maersk”) are engaged in transportation between the world's largest ports in Asia and Europe. So, for 10 months of 2020, the volume of transit traffic through the Northern Sea Route amounted to 1.28 million tons. At the same time, more than 1 billion tons a year pass through the Suez Canal.

In addition, there are limitations when using the NSR. This route may not be used all year round, only relatively small container ships can pass through it, necessarily accompanied by icebreakers or ice-class vessels. Naturally, this leads to an increase in transport costs (freight etc.). The current state of the NSR ports and various security systems also causes high insurance rates [5]. Nevertheless, the Northern Sea Route is well appropriate for the transportation of raw materials, oil and gas. The volume of raw materials transported along the Northern Sea Route is increasing. Moreover, almost half of the cargo volume is export oil transported by “Sovcomflot” tankers from the Novoportovskoye field (Yamal Peninsula) to Northern Europe.

And what about Asian direction? On July 2018, two Russian Arc7 ice class gas tankers “Vladimir Rusanov” and “Eduard Toll”, arrived in Chinese port of Jiangsu-Zhudong from the port of Sabetta (Yamal Peninsula, Russia), having delivered the first batch of liquefied natural gas (LNG) from Yamal LNG enterprises to China under a long-term contract. Both vessels passed through the Northern Sea Route without an icebreaker escort – the ice situation allowed, all journey to China took a little more than three weeks [8]. On January 2021 Russian gas tankers of the same class “Christophe de Margerie” and “Nikolai Evgenov” delivered through the NSR from Yamal enterprises to the consumers in Asia-Pacific nearly 140 thousand ton of LPG [6] . At the end of 2020, “NOVATEK Gas & Power Asia Pte. Ltd.” (NOVATEK’s subsidiary) and Japanese company “Saibu Gas Co., Ltd.” carried out successfully test transportation of LNG in ISO- containers, produced by Chinese “Tiger Gas”, for further realization in China. The sea transportation was made under the spot contract from Japanese container terminal Hibiki to Shanghai, China [7]. Here it makes sense to remind that ISO-Container is a standardized multi-turn container designed for the transport of goods by road, railway, sea and air transport and adapted for mechanized reloading from one vehicle to another. It can be made of various materials and have a variety of shapes. For safe and convenient transportation and long-term storage of LNG, cryogenic vessels or tank-container in the form of a vessel are used.

NOVATEK has signed Memorandum of Understanding (MOU) with “Saibu Gas Co., Ltd.” on terminal Hibiki for optimization of LNG export to Asia-Pacific in December, 2018.

Pic.2 The sea transportation in ISO-containers

On September, 2018, Chinese universal ice-class ship “Tian En” completed its first journey along the NSR. Commercial Japanese company “Mitsui O.S.K. Lines (MOL) also shows its interest to develop Russian polar route, because it participates in the project “Yamal LNG”. As for PRC, the Chinese leadership announced its intention to become a “polar power” in 2014. Chinese ambitions are connected, first of all, with the “New Silk Road”. The plans include promoting multi- billion-dollar projects abroad to improve trade routes between China and the rest of the world.

(End of introductory fragment)

THE NORTHERN SEA TRANSIT CORRIDOR AS THE FUTURE OF RUSSIA IN GLOBAL LOGISTICS

Felix A. Shamrai State Marine Technical University, St. Petersburg

Abstract: The Northern Sea Transit Corridor (NSTC) project was initiated in 2019 and is currently being implemented by “Rusatom-Cargo”, a subsidiary of “Rosatom” State Corporation. The project is aimed at attracting international transit sea cargo transportation along the Northern Sea Route waterways, as well as developing the appropriate infrastructure, including transport and logistics hubs and a commercial fleet. The article analyzes the prerequisites and conditions for the project to reach commercial profitability after the start of its full-scale operation in 2027. Based on complex modeling, specific options for organizing linear container transportation in the NSTC format are proposed, including the creation of a new global carrier operating nuclear- powered heavy-duty container ships.

How to reduce the cost of container shipping and compete with the Suez Canal by developing the domestic Arctic routes

The Northern Sea Transit Corridor (NSTC) project was initiated by “Rosatom” State Corporation in 2019 with the aim of creating a new option for global logistics market - the delivery of goods between North-Western Europe and North-East Asia via the Northern Sea Route (NSR). The NSTC project corresponds to the goals and objectives outlined in the decrees of the President of Russia: • No. 204 of 05/07/2018 "On national goals and strategic objectives for the development of the Russian Federation for the period up to 2024" in terms of the development of the digital economy, a comprehensive plan for the modernization and expansion of the backbone infrastructure; • No. 164 of 03/05/2020 "On the foundations of the state policy of the Russian Federation in the Arctic for the period up to 2035" in terms of the main national interests of Russia in the Arctic

in the direction of the development of the Northern Sea Route as a globally competitive national transport artery of the Russian Federation; • No. 270 dated 16/04/2020 "On the development of engineering, technology and research in the field of atomic energy use in the Russian Federation" in terms of the development of new materials and technologies for promising energy systems"[1]. "The Northern Sea Route, currently the only alternative to traditional routes via the Suez and Panama Canals, can significantly reduce the cargo delivery time, and also it has a high degree of reliability," - said Mr. Alexander Novak, Minister of Energy of the Russian Federation greeting the conference participants. The idea of attracting foreign cargo to the NSR began to sound actively after the May 2018 decree of Russian President . According to the document, by 2024 the cargo turnover of the NSR should increase to 80 million tons. For comparison, in 2018 this figure exceeded 20 million tons, in 2019 - 31.5 million tons. Attention to the NSR transit potential increased after “Rusatom Cargo” (the logistics operator of the “Rosatom” state corporation) announced its intention to become a leader in the logistics services market by attracting international transit cargo traffic to the Northern Sea Transport Corridor. The basis of transit flow, according to the idea, should be containerized cargo. The issue of creating hub ports in Murmansk and Petropavlovsk-Kamchatsky remains controversial.” [2] “The NSTC project is aimed at attracting international transit sea cargo transportation, as well as the development of the corresponding infrastructure, including the construction of the necessary transport and logistics hubs and a commercial fleet.” "The start of NSTC commercial operations (start of shipments) is planned for 2027”[3]. It is clear from the above that “Rosatom”, in accordance with the Decrees of the President of the Russian Federation, is working on the implementation of the Project for the creation of the NSTC. We believe that it ensures the strengthening of Russia's geopolitical stability and its economic potential. To test various options for the NSTC implementation we created its technical and economic mathematical model. Its reliability has been verified in one of the

global TOP-3 container shipping companies. We carried out modeling of various configurations of the Project structure. In our opinion, the results obtained will allow “Rosatom” group of companies to select the most effective decision on NSTC implementation. Container transportation lives at the expense of customers, for whom the most important factor is the cost of logistics. The reliability of the container service (its rhythm) is perceived by customers as a matter of course. All container lines (services) operate like a tram: on the same route and strictly according to the schedule. As a rule, once a week a container ship of the line leaves the port, and another one gets up for loading. If the service does not provide stable container delivery characteristics, then it is simply impossible. The cargo base of the container line depends, first of all, on the cost of container delivery - $ / TEU.

Figure 1 shows that the delivery of a container from port to port, without intermediate transshipments on the route, is somewhat more profitable by LNG-fueled vessels (~ 8%) via the NSTC than along the southern route (Suez Canal). But this benefit is not enough to shift from the South to the North the already established ‘habitable’ container flows, in which tens of billions dollars have been invested.

(End of introductory fragment)

SOME ASPECTS OF INCREASING THE COMPETITIVENESS OF CONTAINER SERVICE VIA THE TRANS-SIBERIAN RAILWAY

Dmitrii S. Kopyev Admiral Nevelskoy Maritime State University, Vladivostok

Abstract: The decrease in freight traffic has toughened the requirements for the speed and cost of delivery of goods. This led to the manifestation of the attention of transport operators to the use of the Trans-Siberian Railway for the delivery of goods from East Asia to Europe. But high rates on the sea ‘leg’ of the container delivery route reduce the attractiveness of this transport service. A well- grounded reduction in rates will attract additional freight traffic to the route. Keywords: Trans-Siberian railway, transportation costs, container delivery time, formation of transportation rates.

The slowdown in economic growth in the leading economies of the world caused by the COVID-19 pandemic has significantly affected the work of operators of intermodal and multimodal transportation. The decrease in freight traffic has increased the requirements for the speed of delivery of goods and the cost of delivery. This led to the emergence of new delivery routes, the expansion of transport hubs and the emergence of new transport corridors. The lack of forecasts concerning the end of the pandemic provides an opportunity for emerging alternative delivery systems to gain a foothold in the transportation market and, with an increase in industrial production, become permanent routes. One of such projects may be the growth of container service along the Trans- Siberian Railway (TSR). The interest of shippers in transcontinental land transportation is caused by the increase in the cost of shipping goods by sea due to the drop in freight traffic, the desire to increase the turnover of funds in conditions of limited consumption. An important role is played by the prospect of a further drop in tariffs for railway transportation in the direction of Southeast Asia - Europe in connection with the

completion of work on the construction of the ‘New Silk Road’ transport corridors. TSR, connected with major seaports in the Primorsky Territory of Russia, is an already operating cargo delivery system. If some of the requirements of the shippers are fulfilled, TSR becomes attractive for use at present as well as in the future, especially for Japanese and South Korean shippers. The latter are reluctant to actively use the ‘New Silk Road’ for various reasons, including political ones. Moreover, the government of the Russian Federation intends to invest in the development of the Trans-Siberian and Baikal-Amur railways which will increase the carrying capacity of these railroads to 180 million tons per year by 2024. The government's actions are aimed at increasing the export of fossil fuel through the Far Eastern ports, but this also opens up an opportunity for an increase in the return flow of containerized cargo. The undoubted advantage of using the routes Southeast Asia - ports of Primorsky Territory - Trans-Siberian Railway - Europe is the speed of container delivery. The travel time of containers sent from Busan to Malaszewicz station (Poland) via the port of Vladivostok, dispatched in December, was 19 days which is twice as fast as delivery by sea. Moreover, most of the route runs through the territory of one country - the Russian Federation. Significant reduction in transportation costs for shippers was another advantage of using the Trans-Siberian Railway. Delivery of a 40-foot container from Japan to Europe by sea costs from 5500 to 10,000 US dollars. Delivery via the TSR will cost 4500 US dollars [1]. At the same time, the tariffs of PJSC “Russian Railways” are valid for 6-12 months, while freight rates for sea transportation depend on market conditions and may change more often. Currently, only the Russian company FESCO uses the TSR for the transportation of containers from Southeast Asia to Europe. But large South Korean and Japanese operators are showing interest in resuming transit through the Trans-Siberian Railway on a systematic basis.

(End of introductory fragment)

MISSION OF RUSSIA IN CREATING THE NEA INTEGRATED TRANSPORT & LOGISTICS NETWORK

Mikhail V. Kholosha Admiral Nevelskoy Maritime State University, Vladivostok Gotov Dugerjav Mongolia University of Science and Technology, Ulaanbaatar, Mongolia Sergei M. Smirnov Admiral Nevelskoy Maritime State University, Vladivostok

Abstract The regional international organization "Greater Tumen Initiative" (GTI) is actively involved in the problem of improving the efficiency of international transport in North-East Asia. Within the GTI, the concept of international transport corridors was adopted, which gave certain results but could not fundamentally solve the existing bottlenecks in regional logistics. According to the study carried out in 2020, experts from the GTI member countries and Japan proposed to move to a new, higher degree of integration - the creation of an integrated regional transport and logistics network. The Russian Far East has a particularly high development potential in this area. The article also discusses the issues of solving transport problems in Mongolia within the framework of the proposed "network" concept and in the format of bilateral cooperation with Russia. Keywords: Greater Tumen Initiative, transport corridors, border crossing point, logistics, Tavantolgoi, digitalization of logistics

In early 2020, transport and logistics experts from Russia, China, South Korea, Mongolia and Japan took part in a large-scale research project titled “Transport section study of RIN Joint Research on Evolution of Regional Value Chains and Logistics Networks in Greater Tumen Region” (GTR VC&LN)1, The

1 Research study was organized by the Korea Institute for International Economic Policy (KIEP) and supported by the secretariat of the “Greater Tumen Initiative” (GTI; regional program of economic development supported by UNDP and

purpose of the research project was to analyze the reasons for the insufficient functioning of the international transport corridors (ITC) in the GTR region and to develop proposals to overcome existing bottlenecks in regional logistics. Initially, the concept of creating ITCs was based on the fact that a cross-border corridor is not just a dogmatically understood transport route serving freight flows of bilateral trade between neighboring NEA countries. The ITCs were supposed to become an effective mechanism for strengthening regional integration, optimizing land and sea routes, ensuring the smooth movement of transit cargo through the territory of the countries participating in the GTI program [1]. Unfortunately, this concept has not yet been fully implemented. The compilation of national analytical reports produced by the study participants coincided with the onset of the pandemic spread of COVID-19. Almost no one at that time could have predicted the scale of future damage to the world economy in general and the restrictions imposed on transport and logistics links between the GTI countries in particular. Nevertheless, the conclusions and suggestions of experts made on the basis of the results of the study, to a large degree anticipated the emergence of unconventional threats to regional transport integration and recommended a number of measures to neutralize them. The main conclusion is to state the fact: at present, ITCs are a set of separate transport routes, in some places interconnected, but not united into a regional transport and logistics network. ITCs are rigidly tied to specific transport hubs (border crossing points - BCP, seaports) and serve fixed traffic flows. If difficulties arise at one ITC, its cargo flows cannot be painlessly redirected to another route. The following factors generate organic flaws in the concept of individual ITCs:  NEA countries in contrast to, for example, the European Union, have great differences in geographic location, economic development, political system, demography, religion, language and

UNESCAP), FEMRI, MSUN, KMI and ERINA. Dr. Mikhail Kholosha (MSUN, Russia), Dr. Lee Sung-Woo (KMI, Republic of Korea), Dr. Gotov Dugerjav (MUST, Mongolia), Dr. Gao Xiaoyun (RIOH, China) and Dr. Arai Hirofumi (ERINA, Japan) participated in this study as national experts.

writing [2]. This cannot but affect their strategic priorities and approaches to regional transport and logistics integration. For example, the Republic of Korea and Japan are isolated from continental transport routes and are forced to look for complex options for the delivery of export-import cargo. China experiences significant imbalances between the economically developed South- East and the landlocked North-Eastern provinces included in the GTR. Mongolia as a land-locked country is completely dependent on its "great" neighbors for the transportation of foreign trade goods. The DPRK, which traditionally follows its own unique path, is not yet ready for even the minimum level of cooperation in the field of transport and logistics, although its contribution could be very significant. Russia is probably the only GTI member that, in principle, is not interested in expanding access to transport communications of its NEA neighbors for the delivery of its own cargo, but needs to attract a foreign cargo base and investments to integrate into the regional economy and modernize domestic infrastructure.  GTI participants develop their internal transport communications and logistics infrastructure based on their own priorities and goals [3]. This does not always take into account the needs and specifics of neighboring states, especially the problems of the development of supranational (regional) economic structures. This is reflected in the disproportionate development of trans-border communications and service infrastructure on different sides of the common border, different procedures for customs, immigration and other types of control of goods and passengers, sometimes in the appearance of suspicion and misinterpretation of the actions of the other side, causing inadequate “response” measures. The latter circumstance, in particular, hinders the implementation of the Chinese ‘Belt & Road’ initiative.  Continuing the above issue, one cannot but mention the unresolved problem of lack of proper coordination between neighboring parties in terms of design, construction and modernization of transport infrastructure and BCPs, despite the fact that these facilities serve common freight and passenger flows and have a common technological cycle. As a result, adjacent BCPs sometimes have inconsistent operating modes and different throughput, interconnecting roads with different standards and

technological operating procedures, and even occasional facts when a BCP is unilaterally built on one side of the border, but cannot function due to a lack of similar facility on the opposite side.  NEA has only rudimentary institutions of regional integration, mainly in the field of economics and environmental protection. This is in line with the dominant regionalization model in East Asia, which puts the economy at the forefront, preferring not to touch sensitive areas of politics and security [2]. For example, there is a 3-party (China - Japan - Republic of Korea) logistics information exchange system NEAL-NET. This system greatly facilitates international freight transit in the GTR. But for a number of reasons it will not be easy for the rest of the NEA countries to integrate into NEAL-NET even if there is political will to do so. And yet, as the experience of combating the pandemic shows, restoring the normal functioning of the regional economy without the consolidated efforts of the authorities of all regional countries will require much more time and resources. For example, it is impossible to restore the tourism and recreation industry in NEA without a political agreement on the mutual recognition of the COVID-19 testing / vaccination certificates. To do this at the regional level is much easier and faster than waiting for the corresponding global initiatives from the UN, WHO, etc.  Russia, as noted above, occupies a special position in the GTI transport and logistics sector. The volume of Russian cross- border traffic in the GTR is significantly less than that of neighboring economies. However, the dependence of the Far East of Russia on imports from the NEA countries is high, which was shown by negative experiences of the periodic closure of selected ITCs during a pandemic. What is more important in the context of this article, the Far Eastern territories of Russia have a huge, but currently grossly underutilized transit potential, which is attractive for shippers from the NEA economies. The geographical position of the Russian Far East provides capacity to participate in the comprehensive infrastructural development of the entire GTR transport space, which is necessary for all segments of the regional logistics market: aviation, sea, river, rail and road transport, as well as for pipeline transport and other support infrastructure (energy

supply, communications, etc.). Essentially, GTR is a basic communicative (transport & logistic) platform for NEA.2 The main ITCs in the North-East Asia are as follows (Fig. 1) [4]:

Fig.1. International transportation corridors in the NE Asia. Source: ERINA, 2010

Corridor 1. BAM Railway: Vanino seaport – Taishet – Siberian Land Bridge (SLB) (junction with Trans-Siberian Railway, TSR). Corridor 2. Siberian Land Bridge (SLB): seaports in Primorsky Territory, Russia (Vostochny, Nakhodka, Vladivostok and others)– Europe/Central Asia. SLB is primary attributed to TSR that is a main Russia’s West-East artery, with a highway running alongside almost the entire length of the TSR. Corridor 3. Suifenhe Transport Corridor: seaports in Primorsky Territory – Grodekovo – Suifenhe -- Harbin – Manzhouli – Zabaikalsk – SLB. The corridor provides Heilongjiang Province with an access to the /East Sea using Russian ports and it is currently the main trade route between China and Russia. Corridor 4. Tumen River Transport Corridor: seaports in Tumen River Area (Zarubino/Posiet/RaSon) – Changchun – East

2 Based on the information specified in the "Existing and Potential International Transportation Corridors in the Northeast Asia Region" report jointly prepared by GTI, FEMRI, KMI, KOTI and ERINA for The Inaugural Meeting of the GTI Transport Board (25 June 2010, Busan, Republic of Korea)

Mongolia – SLB. It has double entrance: Russian route (Zarubino and Posiet ports) and the North Korean route using the ports of RaSon. The niche of this corridor is to provide a new route to the sea for landlocked Northeast China’s provinces and fulfill a role as a complementary route for the Dalian and Suifenhe transport corridors. Corridor 5. Dalian Transport Corridor: Dalian – Shenyang – Harbin – Heihe – Blagoveschensk – SLB. It is the main artery providing China’s three North-Eastern provinces (Liaoning, Jilin and Heilongjiang) with an outlet to a sea. Corridor 6. Tianjin – Mongolia Transport Corridor: Tianjin – Beijing – Ulaanbaatar – Ulan-Ude - SLB. The corridor, being the most important international transportation route for Mongolia, is also used for transit transportation between Europe and Asia via the SLB. Corridor 7. China Land Bridge (CLB) Transport Corridor: Lianyunggang Port – Kazakhstan – Europe. CLB links Japan and the Republic of Korea with Central Asia, consisting of a railway running across China to Kazakhstan and further to Uzbekistan. The railway line competes with the SLB in transport operations between East and Central Asia. Corridor 8. Korean Peninsula West Corridor: Busan – Seoul – Pyongyang – Sinuiju – Shenyang – Harbin – SLB. The corridor, if developed, will link up with the Dalian Transport Corridor and reach Russia from Manzhouli to merge with the SLB. At present, the lines linking the ROK and DPRK are disconnected, so the corridor is not in operation. If activated, the corridor will provide direct overland linkage between the ROK and China.

(End of introductory fragment)

RESULTS OF STUDIES OF ECOLOGICAL STATE OF WATERS AND SEA BOTTOM SOILS IN THE AMUR ESTUARY

Aleksandr V. Savelyev JSC “Russian Ecological Alliance” (“REA-Consulting”), Vladivostok

Abstract: The article is devoted to the study of hydro- chemical characteristics and the content of pollutants in the waters of the Amur Estuary for the period from 1971 to 2008, as well as to the study of granulometric structure and quality of the bottom sediments in the estuary. Keywords: Amur Estuary, hydrochemistry, pollutants, bottom sediments

1. PURPOSE OF THE PAPER In the last decade, a fairly active study of the Sakhalin Island’s shelf has been launched, particularly, within the Amur estuary of the Sea of . Above mentioned work is implemented for conducting geological exploration to assess the prospects for the production of hydrocarbons in this area. As a rule, while doing this the ecological expertise about possible influence on environment is required. To do this, you need to know the background indicators of the environmental components. The purpose of this paper was to obtain a picture about background (undisturbed) state of the waters and soils of the Amur Estuary for the subsequent identification of the level of anthropogenic influence during geological exploration or any intensive economic activity.

2. DEGREE OF STUDY, SOURCE INFORMATION Hydro-chemical parameters of the waters in the Amur estuary are presented on the basis of data obtained for individual years in the expeditions of Pacific Oceanographic Institute (POI) [1, 7, 10, 11, 12, 14, 15], in the expeditions of Research Institute of Water and Environmental Problems (IWEP) [16, 22, 23, 25], as well as on the basis of studies from earlier years [4, 21].

The typification of the bottom sediments in the Amur estuary and their granulometric composition are based on the results of observations in the expedition researches of POI [8, 9, 6]:  Scientific-research vessel “Academic A. Vinogradov” (1985);  Scientific-research vessel “Academic A. Nesmeyanov” (1987, 1990, 1992, 1993);  Scientific-research vessel “Academic M. Lavrentyev” (1988,1995);  Scientific-research vessel “Marine geophysicist” (1989)  Hydrographic vessels “BGK-495”, “BGK-492” (2005, 2006, 2007) Additionally, information from literary sources was used to describe the lithological features of the Amur estuary [21]. The quality of bottom sediments is presented on the basis of the data given in the literature [2, 5, 12, 13, 17, 18].

3. HYDROCHEMICAL CHARACTERISTICS AND WATER QUALITY The results of the study of the content of suspended matters in the waters of the Amur estuary are presented in Tables 1, 2, 3, 4. Research of suspended matters was performed at first by expeditions of Far Eastern labor camps (1936, 1940, in the system of Soviet Ministry of Internal Affairs), then by Primorsky Region Agriculture Institute (1971-1972), Far Eastern Regional Hydro-meteorological Research Institute – FERHRI, 1993. Later (1988-89; 2005-2008) the measurements were done during expedition researches of POI and Institute of Water and Ecological Problems (IWEP).

Table 1.Suspended matters' concentrations in the waters of the Amur estuary according to the results of measurements in different years [21] In parenthesis there are shown average values.

Place of Period of Concentration, mg/dm3 measurements measurements surface layer intermediate bottom layer layer Fairway of the 1971 28-63 (45) 28-114 (70) 28-197 (112) Nevelskoy Strait Along the Sakhalin 1972 10-25 (16) 11-55 (33) 23-171 (97) fairway East fairway 1936, 1940 18-30 (24) 18-49 (34) 19-102 (60)

Table 2.Suspended matters’ concentrations in the waters of the Amur estuary, summer of 1973 [4] Place of measurements Date Concentration mg/dm3 Suspended matters’ concentrations in the 11-15.08.73 65 waters of the Amur Estuary, summer of 1973 [4]

Northern part of the Estuary (exit to the 28.07-12.08.73 58 Sakhalin Bay) Center of the Estuary 03-04.08.73 40 South part of the Estuary 17-18.07.73 22

Table 3.Suspended matters’ concentrations (mg/dm3) in the waters of the Amur estuary according to the results of measurements in the expeditions of Pacific Oceanographic Institute [7, 10, 12] Period of observations Water October 1988 July 1989 June 2005 June 2006 layer avera variabili avera variabili avera variabili avera Variabili ge ty ge ty ge ty ge ty Surfa 42 15-113 22 10-35 18 10-34 32 15-61 ce Botto ------50 29-71 m

Table 4.Suspended matters’ concentrations (mg/dm3) in the waters of the Amur estuary according to the results of measurements made by Institute of Water and Ecological Problems [22] Period of observations Water layer August 2006 August 2008 average variability average variability Surface 71 37-114 4,5 3-5,8 Bottom 64 37-127 6,5 1,6-11,0

On average, in one year 23 million tons of suspended sediments with a grain size of 0.0001-0.4 mm are carried into the Amur Estuary with the waters of the Amur River. On the surface and up to the middle of the depth, particles with a diameter of less than 0.05 mm predominate, at the bottom - with a size of more than 0.1 mm. These particles, being in a suspended state, determine the turbidity of the waters in the Amur estuary. In the Estuary itself the water turbidity (suspended matters’ concentration) strongly depends on the water level of the Amur River, the speed of constant currents, tidal phenomena and storm conditions. According to the available observations, the content of suspended matters (SM) in the waters of the Estuary may vary widely, depending on the area, from 3-114 mg/dm3 in the surface layer to 2-197 mg/dm3 in the bottom layer. The average concentration of SM in the water is 42 mg/dm3 and can increase significantly during a storm. A few observations during periods of severe storms show that the water turbidity in the estuary increases to 600-800 mg / dm3 [4]. Water turbidity reaches the maximum values in August-September, the minimum is observed in March. Tables 5-6 present the results of the study of individual hydro- chemical substances in the waters of the Amur estuary, based on the materials of hydro-chemical surveys of POI 2005-2007 and IWEP 2006, 2008. Table5. Concentrations of hydro-chemical indicators in the waters of the Amur estuary according to the results of measurements in the expeditions of POI 2005-2007 [11, 14, 15]

Parameter Layer 2005 2006 2007 average variab average variabili average varia concentr ility concentrat ty concentr bility ation ion ation pH, units Surface 7,3 7,0- 7,5 7,1-7,8 - - pH 7,6 Bottom. 7,8 7,3- 7,7 7,2-8,2 - - 8,4 O2, Surface (309) (272- (312) 10,0 (297- - - (mcmol/kg) 9,8 347) 327) mcg/dm3 8,7- 9,5-10,5 11,1 Bottom (296) (269- (309) 9,8 (297- - - 9,5 326) 321) 8,6- 9,5-10,3 10,5

Parameter Layer 2005 2006 2007 average variab average variabili average varia concentr ility concentrat ty concentr bility ation ion ation pH, units Surface 7,3 7,0- 7,5 7,1-7,8 - - pH 7,6 Bottom. 7,8 7,3- 7,7 7,2-8,2 - - 8,4 PO4, Surface (0,5) (0,2- (0,64) (0,4- (mcmol/kg) 15,5 0,69) 20,0 0,89) (0,42) (0,1- mcg/dm3 6,2- 12,4- 13,0 0,79) 21,0 28,0 3,1- Bottom (0,45) (0,4- (0,79) (0,4- 24,5 14,0 0,79) 24,0 1,18) 12,4- 12,4- 24,0 38,0 SiO2, Surface (65) (60- (75) 2100 (50-100) (мcmol/kg) 1820 70) 1400- (52) (5- мcg/dm3 1680- 2800 1456 100) 1960 140- Bottom (40) (20- (70) 1960 (40-100) 2800 1120 80) 1120- 560- 2800 2240 NO3, (mcm Surface (8) 112 (6-10) (8,5) 120 (2-14) ol/kg) 84- 28-196 (10,5) (1- mcg/dm3 140 147 19,8) Bottom (8) 112 (4-12) (11) 155 (4-14) 14- 56- 56-196 277 168

Table6. Concentrations of hydro-chemical indicators and pollutants in the waters of the Amur Estuary according to the results of researches made by IWEP [22] 2006 г 2008 г average variability Parameter Layer average variability concentration. concentration

PO4, Surface 82 58-96 41 18-60 mcg/dm3 Bottom 68 54-81 49 25-63 8600- 2350 1700-2800 Surface 9650 SiO2, 10500 mcg/dm3 4300- 1900 600-3400 Bottom 8100 10300 NO2, Surface < 30 < 30 < 30 < 30 mcg/dm3 Bottom < 30 < 30 < 30 < 30 NO3, Surface 845 580-1510 40 < 40-80 mcg/dm3 Bottom 540 40-970 45 < 40-90 + NH4 , Surface 60 < 50-210 < 50 < 50-110

2006 г 2008 г average variability Parameter Layer average variability concentration. concentration mcg/dm3 Bottom 70 < 50-160 103 < 50-160 Al, Surface 59 < 1,0-119 3,8 < 1,0-11,3 mcg/dm3 Bottom 23,4 1,2-81 6,7 < 1,0-11,6 0,12 < 0,10- 0,26 < 0,10- Surface Co, 0,18 0,57 mcg/dm3 0,30 < 0,10- 0,58 < 0,10- Bottom 0,82 0,90 Cu, Surface - 1,6 - < 1,0 mcg/dm3 Bottom - 6,11 - < 1,0 Fe, Surface 42 20-50 37 30-40 mcg/dm3 Bottom 52 40-60 40 30-60 Ni, Surface 1,39 0,81-1,67 3,95 0,35-7,56 mcg/dm3 Bottom 4,65 1,67-9,67 6,75 0,35-9,34 Surface 9,76 5,05-16,69 3,45 0,45-12,18 Mn, 9,70 5,45-14,76 0,35 < 0,10- mcg/dm3 Bottom 1,27

(End of introductory fragment)

COMPARATIVE ANALYSIS OF REQUIREMENTS FOR INSTRUCTORS AND ASSESSORS INVOLVED IN SEAFARERS’ TRAINING

Aleksandr A. Lentarev Admiral Nevelskoy Maritime State University, Vladivostok

Abstract: This paper shows that international requirements for the qualifications and experience of persons engaged in the seafarers’ training, in the framework of the powers of the national maritime administration, are detailed either at the level of national legislation, or at the departmental (ministerial) level, or at the level of a separate training institutions. On the example of the examiner, options for the implementation of convention requirements are presented, a comparison of national requirements is made. It is shown that in some countries certain provisions of the convention requirements are not complied with, while in other countries requirements exceeding convention requirements are established. Keywords: seafarers’ training, STCW Convention, conventional requirements, instructor, examiner, supervisor, competency, qualification, experience

1. INTRODUCTION

The role of world shipping in the development of human civilization is becoming increasingly important. Almost 80 % of all foreign trade cargo is transported by sea vessels. Millions of people make sea voyages on ocean liners and coastal navigation ships, on motor boats and sailing yachts. Hundreds of thousands of fishing vessels are at sea all year round. More than a third of all oil, gas and other minerals are extracted from the continental shelf, for transportation of which several tens of thousands of specialized vessels have been created. Special craft facilities serve numerous marine plantations for the cultivation of shellfish and plants. Extensive hydro-construction work is underway at sea. Scientific research vessels, hovercraft and hydrofoils, tugboats and docks, floating cranes, barges, pontoons, etc. operate in the oceans. Ships of the naval forces, border and customs services use the same sea

routes as other vessels. Therefore, the open sea is becoming more and more crowded. Modern ships may cost millions of dollars, and the cargo they carry - several times more. All these factors make it imperative to ensure the proper quality of training of marine personnel. The seafarers’ training, like no other field of professional education, is subject to international regulation. For the first time, issues of training and certification of seafarers were regulated in Convention No. 53 “Officers' Competency Certificates Convention” adopted by the International Labor Organization (ILO) in 1936. In 1946, the ILO adopted a number of documents related to seafarers’ training, in particular, Convention Nos. 69, 73 and 74. However, with the introduction of the International Maritime Organization (IMO) in 1948, the leading role in regulating the training and certification of seafarers was transferred to that organization. Thus, in 1978, at the IMO conference in London, the International Convention on Standards of Training and Certification and Watchkeeping for Seafarers (Convention STCW) was adopted, in which the content of the educational process for seafarers was defined in the form of a set of knowledge, abilities and skills necessary for the occupation of a particular position on a particular vessel. In 1995, the STCW Convention was fundamentally revised, as it laid down the competency-based approach to seafarers’ training, which was formalized in the form of the STCW Code [1]. Fundamentally new term has appeared in the Convention’s text - “sphere of competence”, and the content of the training of seafarers is presented in the STCW Code in the form of tables of the minimum standard of competence of ranking and officers in a specific area of ship activity. In these tables, each area of competence is revealed using the necessary knowledge, understanding and proficiency of which must be proved by certain methods of demonstrating competence in accordance with the specified criteria for its assessment. The NVQ (National Vocation Qualifications) system of vocational education introduced in the mid-1980s in Great Britain, and then in Scotland, Australia, New Zealand and several other countries served as a model for the competency-based approach implemented in the STCW Convention. A characteristic feature of a training system based on a competency-

based approach is the presence of normatively approved, formalized requirements for instructors and examiners. In this regard, in the revised version of the STCW Convention in 1995, for the first time in international practice, mandatory requirements for the qualifications of persons employed in the conventional training of seafarers were introduced. It should be noted that if the criteria determining the content of seafarers’ training are fully defined in the STCW Code (and in the IMO model courses this content is presented in an exhaustive form), then the requirements for persons employed in conventional training are formulated only in general form, and their specific content should be determined by the Maritime Administration of the Parties to the STCW Convention. In this paper, an attempt is made to perform a comparative analysis of the qualifications and experience of persons engaged in the seafarers’ training in different countries.

2. STCW CONVENTION REQUIREMENTS

In the 1995 revision of the STCW Convention, the direct requirement for regulating the qualifications of persons engaged in the seafarers’ training is presented as Regulation 1/6 “Training and assessment”, which states that the administration of a party to the Convention ensures that “those responsible for training and assessment of competence of seafarers, as required under the Convention, are appropriately qualified in accordance with the provisions of Section A-I/6 of the SCTW Code for type and level of training or assessment involved” [2]. In an expanded form, the requirements of Regulation I/6 are presented in Sections A-I/6 and B-I/6 of the STCW Code and are shown in Table 1 (without regard to in service training).

(End of introductory fragment)

TEACHING MARITIME ENGLISH DURING COVID-19 PANDEMIC

Aleksei Yu. Strelkov Admiral Nevelskoy Maritime State University, Vladivostok

Abstract: COVID-19 pandemic resulted in shutdowns in education and training, disrupting the pre-scheduled classroom studies, face-to-face instruction, etc. Maritime English teachers and learners had to abruptly switch modes of teaching / learning which presented a great challenge for MET providers, cadets, University administration and IT personnel and caused psychological stresses. The paper is aimed at considering the challenges, the ways Maritime English teachers and learners responded as exemplified by the Admiral Nevelskoi Maritime State University. Experiences in online teaching / learning and estimation of these by language teachers have been covered. Successes and failures, as well as their reasons, have been considered. The assumption that it is the blended mode of teaching and learning Maritime English that will be predominant from now on has been made, thus necessitating maintenance of the acquired skills and abilities for distance learning and continuous working on these. Keywords: Maritime education and training (MET), Maritime English, communicative approach, offline, online, blended teaching and learning

Introduction

Maritime education and training (MET) system, like the whole of the maritime industry has faced a major challenge within the span of the previous year (and, actually, part of this year as well) called COVID-19 pandemic. Forced shutdowns in education and training, disrupting the pre-scheduled classroom studies, face-to-face instruction, delivering lectures, practical studies and on board practical training have been experienced throughout the world. The problems that MET system encountered in connection with the pandemic have been given some consideration on the part of the MET providers’ community. This can be exemplified by the IAMU Webinar MET during the COVID-19, held on 13 and 14

January 2021, attended by over 120 participants including non- member organizations. It should be noted that there were some preparatory steps taken by the IAMU Regional Representative of Asia, Pacific and Oceania President of the Maritime Academy of Asia and the Pacific (MAAP) VADM Eduardo Ma R Santos and Dr Angelica Baylon, Director of MAAP External Relations Office in the format of an online catch-up meeting for benchmarking the regional institutions’ standings. The IAMU webinar consisted of two main parts, the presentations by panelists on the 1st day and the panel discussions and the introduction of the Maritime Education and Training Question Repository (METQR) on the 2nd day. Topics discussed covered the choice of the teaching / learning scenario in times like pandemic, difference between well-planned online learning experiences and courses offered online in response to a crisis or disaster, lack of communication (from a student’s point of view), practical training under the restrictions caused by the pandemic, the so called new ‘normal’ in teaching simulator based courses to seafarers, matters of onboard training under the circumstances. There were many proposals to count certain amount of simulator-based training as real sea time as required by STCW 1978, as amended, for a candidate to be eligible for a Certificate of Competence issuance. A post webinar survey revealed that the webinar was an excellent tool for large scale communication among IAMU member institutions, so next IAMU webinars and online conferences would be desirable. The respondents would like to see the following topics focused on in future webinars: emphasis more on the proper student assessment tools & standards under COVID, new methods for the implementation of new practices, how to help both instructors and students to adapt to the ‘new normal’, how to enhance competences of digital leadership and safety charisma for MET students. Following COVID-19 experiences the respondents would recommend to pay more attention to soft skills development and ensuring mental wellness, maintain acquired skills and abilities for distance learning and keep working on them for potential future crisis, use of “apps” for delivering the theoretical knowledge using e-learning and artificial intelligence. [5] The feedback is not, of course, language training focused, but seems to be of relevance to the Maritime English providers and students as well.

Challenges

It is understood that one should differentiate between E- learning as experiences that are planned from the beginning and designed to be online from Emergency remote teaching that is defined as “temporary shift of instructional delivery to an alternate delivery mode due to crisis circumstances”. [5] This paper aims at considering the latter, as even in late winter 2020 no one at the Maritime State University could have imagined that face-to-face classes would stop, cadets would be dismissed from the campus and teachers would be urged to find feasible solutions to provide teaching and training under the crisis circumstances, in an attempt to make some conclusions for the sake of foreseeing ways of teaching / learning Maritime English in future. When looking at the experience gained and (who knows?) anticipating the same in future it’s worth considering the following issues: - Methodological problems, as a lot of time was spent by teachers on them. - Lack of knowledge about IT tools which can be helpful in teaching / learning process. - Lack of necessary equipment, troubles with access to the Internet, etc. - Extra time required by different actors (IT department staff / teachers / students) to configure accounts, platforms, prepare instructions, etc. - Much more bureaucracy, especially at the first stage of pandemic.

(End of introductory fragment)

TERRITORIAL DISPUTES IN THE SOUTH CHINA SEA. SCARBOROUGH SHOAL

Boris I. Tkachenko Institute of History, Archaeology and Ethnography of the Peoples of the Far East Far Eastern Branch of the Russian Academy of Sciences, Vladivostok

Abstract: The article studies Scarborough Shoal as one of the disputed areas in the South China Sea. Physical geography and historical background of Scarborough Shoal are considered. Scarborough Shoal is characterized as an object of international dispute between China, Taiwan and the Philippines. Modern positions of the PRC and the Philippines on the Scarborough Shoal jurisdiction and decision of the international tribunal in The Hague on the islands in the South China Sea are considered. The military aspect of the Scarborough Shoal is analyzed. Keywords: South China Sea, territorial disputes, Scarborough Shoal, People's Republic of China, the Philippines, international law.

The South China Sea (SCS) is a marginal sea that is a part of the Pacific Ocean basin, located on its western outskirts near the coasts of Southeast Asia between Indochina and Malay peninsulas, the islands of Kalimantan (Indonesia), Palawan and Luzon (the Philippines), Taiwan and the southern coast of China. It is connected with the East China Sea by the Taiwan Strait in the north, with the Philippine Sea of the Pacific Ocean via the Straits of Bashi, Luzon and Babuyan in the northeast. It borders the Javanese Sea via the Straits of Kelasa and Karimata in the South, and with the Andaman Sea of the Indian Ocean via Singapore and Malacca Straits in the southwest. The area of the sea surface is 3537 thousand square kilometres [1, p. 573]. There are seamounts in the SCS – platforms with relatively shallow depths (less than 200 m). Some of them rise to the level of the sea surface, forming shoals, reefs and islands. Such platforms in the SCS are located around the Paracel Islands, the Macclesfield

Bank shoal as well as around and south of Scarborough (South Rock) Shoal and the Macclesfield Bank. There are about 250 reefs, small islands, atolls, rocks and sandbanks in the sea. 4 groups of islands can be identified in the SCS: the Pratas Islands, the Paracel archipelago, the Spratly Archipelago, the Macclesfield Bank, extensive shoal in the form of the atolls group, and the Scarborough Shoal. Small island groups – the Paracel Islands (Xisha), the Spratly Islands (Nansha), the Pratas Islands (Dongsha), and other smaller islands are mainly of coral origin and are located mainly off the coast of the mainland and larger islands. Peculiar feature of the islands and other parts of the land in the SCS is that many of them are under the water most of the time. Particularly, this applies to the islands of the Macclesfield Bank mentioned above. Scarborough Shoal can only be seen above the water at low tide. Thus, they are unlikely to be of great economic value, but they are very important as navigational landmarks. The disputed areas in the SCS include Paracel and Spratly archipelagoes, Pratas Islands and the Tonkin Gulf area. Three areas of the SCS are involved into international territorial disputes. Two of these disputes concerning ownership of the Paracel Islands (Chinese name - Xisha qundao, Vietnamese - Kuandao Hoansha) and delimitation of the continental shelf of the Gulf of Tonkin (Chinese name - Beibu, Vietnamese - Bakbo) are bilateral disputes between China and Vietnam. As for the third area, the existing territorial dispute somehow involves China, Taiwan, Vietnam, the Philippines, Malaysia and Brunei. The possibility of involvement of Indonesia should not be ruled out as well. The dispute over the ownership of many islands in the SCS, involving China and several ASEAN countries, is the source of the potentially most serious conflicts in the region. The history of this issue shows that even quite long periods of relative peace in this part of the world's ocean are followed by tensions up to the armed conflicts outbreaks. Significant improvement of China's inter-state relations with Southeast Asian countries in the 1990s was achieved mainly because the issue of disputed islands was not raised. The uncertainty over the SCS status from the point of international law makes the task of reviewing history of the establishment of effective control over the Sea by coastal states

particularly urgent. The islets of the SCS do not have and have never had permanent population, although many of them have been used for centuries by fishermen from the countries of the region for short-term stays and rest. In addition to the rich fish resources in the shallow waters around these two groups of islands, almost all the atolls and islands have significant deposits of phosphates.

Physical geography of the Scarborough Shoal The Scarborough group of the islands is located in the eastern part of the South China Sea. Its coordinates are 15° 09′ 48" N and 117° 46′ 46" E. [Fig. 1]. Scarborough Reef, also known as Scarborough Shoal, Huangyan Island, Bajo de Masinloc and Panatag Shoal (Filipino: Kulumpol ng Panatag) is a shoal located in the South China Sea between the Macclesfield Bank and Luzon, the largest island of the Philippines, 220–230 km from the latter.

Fig. 1. Location of Scarborough Shoal in the South China Sea Scarborough Shoal is a cluster of small rocky islands rising above the water and forming a triangle-shaped lagoon with a perimeter of 46 km. The reefs cover an area of 150 km2, including a lagoon. Scarborough Shoal forms a triangle-shaped chain of islets, reefs and rocks [Fig. 2]. The shoal forms physical-geographical area

including an inner lagoon. Its highest point – South Rock – is above the sea level at high tide. Located north of South Rock is wide and deep channel leading into lagoon. Several other coral rocks encircle the lagoon, forming a large atoll. Scarborough Shoal is located west of Subic Bay. To the east of the shoal is deep trench. The nearest landmass is Palauig, Zambales on Luzon Island in the Philippines.

Fig. 2. Scarborough Shoal (view from the space)

Economic and strategic importance of the Scarborough Shoal Scarborough Shoal is located within the Philippines' 200-mile Exclusive Economic Zone. The Filipinos have long been extracting natural gas from the bottom of the sea shelf in this area. The shallow waters and the surrounding area are also rich in fish. The atoll's lagoon provides some protection for fishing boats during bad weather. Thick layers of guano lie on the rocks in the Scarborough Reef area. An oceanographic expedition was conducted in the end of 1977, which allowed China to obtain its own data necessary for more detailed, targeted research and exploration and drilling

operations on the shelf of the South China Sea. According to Xinhua News Agency, Chinese scientists conducted research on ocean gravity, magnetism, hydrology, meteorology, biology, chemistry and geology during the expedition. The area lying south of Paracel Islands and the Macclesfield Bank and north of Spratly Islands was explored. While making an announcement of this expedition, the Chinese side for the first time put forward claims to Scarborough Shoal.

(End of introductory fragment)

CONTRIBUTORS

Anna K.Voronenko – an analyst in Science and Education Center of Marine Transport and Spatial Logistics, Admiral Nevelskoy Maritime State University, Vladivostok. E-mail: [email protected]

Aleksandr R. Melnikov – Ph.D. (technics), professor of the Department of marine transport management, Admiral Nevelskoy Maritime State University, Vladivostok. E-mail: [email protected] Marina A. Melnikova – Ph.D (psychology), associate professor, head of the Department of management and logistics, Admiral Nevelskoy Maritime State University, Vladivostok. E- mail: [email protected] Elizaveta Yu. Baranova - senior lecturer of the Department of marine transport management, Admiral Nevelskoy Maritime State University, Vladivostok. E-mail: [email protected]

Feliх A. Shamrai – Director of the Department of Shipbuilding Development, State Marine Technical University, St. Petersburg. E-mail: [email protected]

Mikhail V. Kholosha – Ph.D, Associate Professor, assistant on science of the President of Admiral Nevelskoy Maritime State University, Vladivostok. E-mail: [email protected] Gotov Dugerjav - Dr.Sc., Professor in Mongolia University of Science and Technology, Advisor to the Minister, Ministry of Road and Transport Development of Mongolia. E-mail: [email protected] Sergei M. Smirnov – Ph.D. (technics), expert in Science and Education Center of Marine Transport and Spatial Logistics, Admiral Nevelskoy Maritime State University, Vladivostok. E-mail: [email protected]

Dmitrii S. Kopyov – Ph.D. (technics), assistant professor of the Department of marine transport management, Admiral Nevelskoy Maritime State University, Vladivostok. E-mail: [email protected]

Aleksandr V. Savelyev – leading specialist in the Russian joint-stock company “REA-consulting”, Vladivostok. For many years he has been studying the results of research of hydrochemistry and pollution indicators concerning the waters of the Amur estuary. E-mail: [email protected]

Alexandr A. Lentarev – Dr.Sc (Engineering). Professor of Navigation Department, Chief Specialist in the Scientific and Methodical Center of Conventional Training in Admiral Nevelskoy Maritime State University, Vladivostok. He has more than 200 published works concerning safety of navigation and environmental issues. E-mail: [email protected]

Aleksei Yu. Strelkov – assistant professor in the Department of Language training, Admiral Nevelskoy Maritime State University, Vladivostok. One of the best specialists on Marine English in Vladivostok and in Russia as a whole. E-mail: [email protected]

Boris I. Tkachenko – Ph.D. (Economic Sciences), Arsenyev Prize laureate, Leading Researcher of the Institute of History, Archaeology and Ethnography, Far Eastern Branch of the Russian Academy of Sciences (Vladivostok). Author of more than 495 scientific works, including 15 individual monographs in such areas of research as international relations, economy and organization of science and modern Russian political science. He is a member of Association de Comptabilite Nationale (France), Russian Geographical Society and Russian Association of International Studies. E-mail: [email protected]

ARTICLE ABSTRACTS IN RUSSIAN Аннотации и ключевые слова

Вороненко, Анна Константиновна Особенности и основные тенденции развития контейнерных перевозок через порты Дальневосточного бассейна

В статье рассматриваются особенности контейнерных перевозок через контейнерные терминалы Дальнего Востока, проведен анализ факторов, оказывавших влияние на динамику и структуру контейнерных перевозок. Охарактеризованы особенности работы контейнерных линий, осуществляющих перевозки через порты Владивосток и Находка и влияние этих особенностей на рынок транспортно-логистических услуг в регионе. Ключевые слова: Дальний Востока, Приморский край, контейнеры, морские порты, судоходные линии, контейнерные перевозки, сезонность

Мельников, Александр Радиевич; Мельникова, Марина Александровна; Баранова, Елизавета Юрьевна Северный морской путь: международный транзитный коридор или зона вывоза российских природных ресурсов?

В статье анализируются перспективы включения российского Cеверного морского пути в глобальную транзитную систему доставки товаров народного потребления из Азии в Европу в условиях глобальной конкуренции международных транспортных коридоров и геополитического противостояния великих мировых держав в Арктике. Ключевые слова: международный транспортный коридор; транзит; суда-контейнеровозы; ледовая проводка; ледокольный флот; конкуренции на рынке перевозок; геополитическое противостояние; территориальные воды России

Шамрай, Феликс Анатольевич Северный Морской Транзитный Коридор – будущее России в глобальной логистике.

Проект Северного Морского Транзитного Коридора (СМТК) был инициирован в 2019 г. и в настоящее время реализуется компанией «Русатом-Карго» - дочерней структурой госкорпорации «Росатом». Проект нацелен на привлечение международных транзитных морских грузоперевозок по трассам Севморпути, а также на развитие соответствующей инфраструктуры, в том числе транспортно-логистических узлов (хабов), и коммерческого флота. В статье анализируются предпосылки и условия для выхода проекта на коммерческую рентабельность после начала его полномасштабной эксплуатации в 2027 г. На основе комплексного моделирования предлагаются конкретные варианты организации линейных контейнерных перевозок в формате СМТК, в том числе создание нового глобального перевозчика, эксплуатирующего атомные контейнеровозы большой грузоподъемности. Ключевые слова: Северный морской транзитный коридор, Суэцкий канал, контейнерная линия, логистический маршрут, ледокольная проводка

Копьёв, Дмитрий Сергеевич О некоторых аспектах повышения конкурентоспособности контейнерных перевозок по Трассибирской магистрали

Снижение грузопотоков усилило требования к скорости доставки грузов и стоимости доставки. Это обусловило проявление внимания операторов перевозок к использованию Транссибирской магистрали для доставки грузов из Юго- Восточной Азии в Европу. Но высокие ставки на морскую составляющую маршрута доставки контейнеров снижают привлекательность транспортной системы. Обоснованное снижение ставок привлечет дополнительный грузопоток на маршрут. Ключевые слова: транссибирская магистраль, издержки транспортировки, сроки доставки контейнера, формирование ставок перевозки.

Холоша, Михаил Васильевич; Готов Дугержав; Смирнов, Сергей Маратович Роль России в создании объединенной транспортной логистической цепи в Северо-Восточной Азии

Региональная международная организация «Расширенная Туманганская Инициатива» (РТИ) активно занимается проблемой повышения эффективности международных транспортных перевозок в Северо-Восточной Азии. В рамках РТИ была принята концепция международных транспортных коридоров, которая позволила продвинуться вперед, но не смогла кардинально решить существующие узкие места в региональной логистике. По результатам проведенного в 2020 году исследования эксперты из стран-участниц РТИ и Японии предложили перейти к новой, более высокой степени интеграции – созданию единой региональной транспортно- логистической сети. Дальний Восток России имеет особенно высокий потенциал развития в данной сфере. В статье также рассматриваются вопросы решения транспортных проблем Монголии в рамках предлагаемой «сетевой» концепции и в формате двустороннего сотрудничества с Россией. Ключевые слова: Большая Туманганская Инициатива, транспортные коридоры, пункты пересечения границы, логистика, Тавантолгой, цифровизация логистики

Савельев, Александр Владимирович Результаты исследований экологического состояния вод и грунтов Амурского Лимана

Статья посвящена исследованию гидрохимических характеристик и содержанию загрязняющих веществ вод Амурского лимана за период с 1971 г. по 2014 г., а также исследованию гранулометрического состава и качества донных отложений лимана. Ключевые слова: Амурский лиман, гидрохимия, загрязняющие вещества, донные отложения.

Лентарев, Александр Андреевич Сравнительный анализ требований, предъявляемых к инструкторам и экзаменаторам по морской подготовке

В статье показано, как международные требования к квалификации и опыту лиц, занятых подготовкой моряков в рамках полномочий государственных морских администраций, детализируются на уровне законодательства, предписаний министерств или отдельных учебных заведений. На примере подхода к экзаменаторам представлены опции для реализации конвенционных требований, проведено их сравнение на национальном уровне. Показано несоответствие в некоторых странах ситуации определенным положениям конвенционных требований, в то время как в других странах установлены подходы, даже превышающие конвенционные требования. Ключевые слова: подготовка моряков, Конвенция ПДНВ, конвенционные требования, преподаватель, экзаменатор, supervisor, компетенция, квалификация, опыт

Стрелков, Алексей Юрьевич Обучение морскому английскому в период пандемии КОВИД-19

Результатом пандемии КОВИД-19 стало временное прекращение очных образовательных и обучающих процессов в процессе заранее намеченных классных занятий. Преподаватели морского английского и их ученики были вынуждены резко менять режим учебы, что само по себе стало вызовом для каждого, задействованного в процессе, в том числе курсантов, администрации Университета и IT-персонала и вызвало заметные психологические стрессы. Статья посвящена рассмотрению упомянутых вызовов и ответам на них, на примере Морского государственного университета имени Невельского. Затронуты такие вопросы как он-лайн обучение и оценка его эффективности преподавателями. Упомянуты успехи и неудачи в этом процессе, а также их причины. По предположению автора, отныне доминирующим будет смешанный тип преподавания и обучения морского английскому. Обоснована необходимость поддержания

приобретенных в процессе дистанционного обучения навыков и умений и постоянной работы над ними. Ключевые слова: морское образование и обучение, морской английский, коммуникативный подход, офлайн, онлайн, смешанное преподавание и обучение

Ткаченко, Борис Иванович Территориальные споры в Южно-Китайском море. Риф Скарборо

В статье рассматривается риф Скарборо как один из спорных районов Южно-Китайского моря. Предлагаются физико-географический и исторический очерки рифа Скарборо. Риф Скарборо характеризуется как объект трёхстороннего международного территориального спора Китая, Филиппин и Тайваня. Рассматриваются современные позиции КНР и Филиппин по поводу территориальной принадлежности рифа Скарборо, решение международного трибунала в Гааге по поводу островов в Южно-Китайском море. Анализируется военный аспект обладания рифом Скарборо. Keywords: Южно-Китайское море, территориальные споры, риф Скарборо, Китайская Народная Республика, Филиппины, международное право.

Asia-Pacific Journal of Marine Science & Education (Журнал о морской науке и образовании в АТР)

VOLUME 10, No.2, APRIL 2021

ISSN 2221-9935 (Print) ISSN 2306-8000 (Online) Date of publication, April 30, 2021/ Дата выхода в свет, 30 апреля 2021 г.

Registered by the Federal Service for Supervision in the Sphere of Telecom, Information Technologies and Mass Communications. Registration certificate ПИ № ФС 77-44105 of March 09, 2011 Зарегистрировано Федеральной службой по надзору в сфере связи, информационных технологий и массовых коммуникаций. Свидетельство о регистрации ПИ № ФС 77-44105 от 9 марта 2011 г.

Executive (Сhief) Editor - Nikolai.I.Pereslavtsev/ Исполнительный (главный) редактор - Н.И.Переславцев

Founder and publisher – Federal State Budgetary Educational Institution of higher education “Maritime State University named after admiral G.I.Nevelskoy” Published two times a year Учредитель и издатель – Федеральное государственное бюджетное образовательное учреждение высшего образования «Морской государственный университет имени адмирала Г.И. Невельского» Публикуется два раза в год Address of the Founder, Publisher, Printing office and the Editorial Board: 50a Verhneportovaya st., Vladivostok, Russia, 690003/ Адрес Учредителя, Издателя, Типографии и Редакции – 690003, Россия, г. Владивосток, ул. Верхне-Портовая, 50а E-mail/Эл.почта: [email protected], [email protected] Phone/Fax/Тлф/Факс: +7(423) 230-12-21

Circulation – 40 copies Free price Тираж – 40 экз. Цена свободная