What types of risk arise during the operation of transport. Production and industry risks - abstract. Leasing and factoring risks

Parameter name	Meaning
Article subject:	Transport risks
Rubric (thematic category)	Sport

Objective: study of risks according to Incoterms-2000.

It is worth saying that for the regulatory distribution of VEO risks between sellers and buyers arising from the transfer of goods from one to another by parties to intercity sales contracts, it is advisable to use the Incoterms-2000 rules, according to which all transport risks are classified according to four groups E, F, C and D.

Given the dependence on the terms of delivery accepted in the contract, the risks between the parties are distributed differently (Figures 8.1, 8.2, 8.3, 8.4).

Note:

- the risk passes from the seller to the buyer from the moment the goods are received at the disposal of the buyer;

- costs are transferred from the seller to the buyer from the moment the goods are received at the disposal of the buyer

Figure 8.1 - Terms of delivery - class E.

In the figures, clearly for each of the 13 conditions, the seller's risks are presented on the left side of the ribbon chart, and the buyer's risks - on the right. They are separated by a vertical line showing the location of the decisive point for the transfer of goods.

It should be borne in mind that here we are not talking about the entire set of risks, but only one very important component - loss or damage. This means the actual loss or damage to the goods and does not include any other risks (delays, failure to comply with the terms of the contract, etc.).

Note:

– transportation is provided by the buyer or the seller on behalf of the buyer;

- the risk passes from the seller to the buyer from the moment when the goods were delivered to the carrier at the specified place;

- the costs are transferred from the seller to the buyer from the moment when the goods were delivered to the carrier at the specified place.

Note:

– transportation is provided by the buyer;

– the risk passes from the seller to the buyer from the moment when the goods have been delivered to the carrier at the named port;

- the costs are transferred from the seller to the buyer from the moment when the goods were delivered to the carrier at the specified port.

Note:

– transportation is provided by the buyer;

- costs are transferred from the seller to the buyer from the moment when the cargo crosses the border of the vessel.

Figure 8.2 - Terms of delivery - class F.

Note:

- the risk passes from the seller to the buyer from the moment when the cargo crosses the border of the vessel;

Note:

- the risk passes from the seller to the buyer from the moment when the cargo crosses the border of the vessel;

– costs are transferred at the port of destination, the buyer pays these costs not at the expense of the seller, in accordance with the terms of the contract of carriage.

Note:

– the seller provides transportation;

Note:

– the seller provides transportation and insurance;

- the risk passes from the seller to the buyer from the moment when the goods were delivered to the carrier;

– costs are transferred at the destination, the buyer pays these costs not at the expense of the seller, in accordance with the terms of the contract of carriage.

Figure 8.3 - Terms of delivery - class C

Note:

– the seller provides transportation;

– the risk passes from the seller to the buyer from the moment when the cargo has been delivered to the border;

- the costs are transferred from the seller to the buyer from the moment when the cargo was delivered to the border.

Note:

– the seller provides transportation;

- the risk passes from the seller to the buyer from the moment when the cargo was placed at his disposal on board the ship;

- the costs are transferred from the seller to the buyer from the moment when the cargo was placed at his disposal on board the ship.

Note:

– the seller provides transportation;

– the risk passes from the seller to the buyer from the moment when the cargo was placed at his disposal at the berth;

- the costs are transferred from the seller to the buyer from the moment when the cargo was transferred to his disposal at the berth.

Note:

– the seller provides transportation;

- the risk passes from the seller to the buyer from the moment when the goods were placed at the disposal of the buyer;

- the costs are transferred from the seller to the buyer from the moment when the goods were transferred to the buyer.

Note:

– the seller provides transportation;

- the risk passes from the seller to the buyer from the moment when the goods are placed at the disposal of the buyer;

- the costs are transferred from the seller to the buyer from the moment when the goods are placed at the disposal of the buyer.

Figure 8.4 - Terms of delivery - class D

Upon the occurrence of the risk referred to in Incoterms 2000, the buyer is obliged to pay the price of the goods even if the latter is received in a condition that does not comply with the terms of the contract, or if it is completely lost. This is the “price of risk”. If the damage is not caused transport risk(proper packaging, defective goods etc.), then the buyer has the right not only to evade payment for the goods, but also to hold the seller liable for breach of contract.

It should be noted that if the buyer does not accept the goods for any reason or is not able to pay within the agreed time, then the risks may pass from the seller to him earlier. The main mistake that entails financial losses of the subject of foreign economic activity is the incorrect definition in the contract of the moment of transfer of risk (responsibility for the goods) from the seller to the buyer.

The parties to the contract should take into account the differences between the terms of group C and D. In case of loss of goods during the transportation period, the seller under the terms of group C is considered to have fulfilled his obligation to deliver, and under the terms of group D the seller may be liable for breach of contract. For this reason, the seller who has sold the goods under group D conditions should carefully consider the extreme importance of protecting himself against the risks of breach or non-performance of the contract by including in the contract of sale an appropriate force majeure or other exemption clause, and the buyer - attentive to such stipulations.

However, there are risks associated with choosing the most appropriate mode of transport. From this point of view, U. Stontan's table is useful, and especially its last line “delivery reliability”. With the help of this table, by choosing the mode of transport, it is also possible to solve the problem of optimizing risks during the delivery of goods in export-import operations.

Accounting and management of risks of this type are usually carried out by Insurance companies, whose tasks include determining the probabilities of occurrence of risks and the degree of their significance, the establishment of appropriate insurance rates.

Transport risks - concept and types. Classification and features of the category "Transport risks" 2017, 2018.

For the regulatory distribution of VEO risks between sellers and buyers arising from the transfer of goods from one to another, it is advisable for the parties to international sales contracts to use the Incoterms-2000 rules, according to which all transport risks are classified into four groups E, F, C and D .

Group E includes a situation where the supplier (seller) holds the goods on his own warehouses(Ex Works, EXW). The risks are assumed by the supplier and his bank until the goods are accepted by the buyer. The risk of transportation from the seller's premises to the final destination is already assumed by the buyer and his bank.

Group F contains three specific transfer of responsibility and risk situations:

a) FCA (Free carrier) - means that the risk and responsibility of the seller (and his bank) are transferred to the buyer (intermediary) at the time of transfer of the goods at the agreed place;

b) FAS (Free Alongside Ship) - responsibility and risk for the goods are transferred from the supplier (and his bank) to the buyer at the port specified by the contract;

c) FOB (Free on Board) - the seller (and his bank) disclaim responsibility after unloading the goods from the ship.

Group C includes situations where the exporter, the seller, his bank enter into a transportation agreement with the buyer, but do not assume any risk:

a) CFR (Cost and Freight) - the seller and his bank pay the cost of transportation to the port of arrival, but the risk and responsibility for the integrity and safety of the goods, as well as additional costs, are borne by the buyer and his bank. The transfer of risks and responsibilities occurs at the time the ship is loaded;

b) CIF (Cost, Insurance and Freight) - in addition to obligations, as in the case of CFR, the seller and his bank must provide and pay for risk insurance during transportation;

c) CPT (Carrier Paid To) - the seller and the buyer (and their banks) share risks and responsibilities. At a certain point (usually some intermediate point of transportation) the risks are completely transferred from the seller to the buyer and his bank;

d) CIP (Freight / Carriage and Insurance Paid to) - the risks are transferred from the seller to the buyer in a certain waypoint transportation, but in addition, the seller provides and pays the cost of insurance of the goods.

Group D includes situations where all transport risks are borne by the seller:

a) DAF (Delivered At Frontier) - means that the seller assumes risks up to a certain state border. Further, the risks are assumed by the buyer and his bank;

b) DES (Delivered Ex Ship) - the transfer of risks by the seller to the buyer takes place on board the ship;

c) DEQ (Delivered Ex Quay) - the transfer of risks occurs at the moment the goods arrive at the port of loading;

d) DDU (Delivered Duty Unpaid) - the seller assumes transport risks for damage, loss, theft and other goods to a place specified by the contract (most often a warehouse, usually customs) on the territory of the buyer;

e) DDP (Delivered Duty Paid) - the seller is responsible for transport risks to a certain place on the territory of the buyer, but the latter pays for them.

On fig. Figure 2.3 presents the seller's risks (left side of the strip chart) and the buyer's risks (right, shaded) for all 13 situations of the four transport risk groups.

The vertical lines show the location of the critical transfer point.

	Customs clearance upon export		Customs clearance upon import

SELLER BUYER
SHIPMENT TO			BASIC CARRIAGE			SHIPMENT AFTER
EXW	Buyer risk
FAS
FCA, FOB, CFR, CIF, CPT, CIP, DAF
DES, DDU
DEQ
DDP

Figure 2.3 - Distribution of transport risks

It should be borne in mind that here we are not talking about the entire set of transport risks, but only about one very important component - loss or damage. Which means the actual loss or damage to the goods and does not include any other risks, such as the risk of delay or non-performance of the contract for any other reason.

Upon the occurrence of the risk referred to in Incoterms-2000, the buyer is obliged to pay the price of the goods even if the latter is received in a condition that does not comply with the terms of the contract, or if it is completely lost. This is the “price of risk”. If the damage is not caused by a transport risk (caused by reasons from the seller's field of activity, for example, due to improper packaging of the goods), then the buyer has the right not only to evade payment for the goods, but also to hold the seller liable for breach of contract.

It should be noted that if the buyer does not accept the goods for any reason, or is not able to make payment within the time period established by the contract, then the risks may transfer to him from the seller earlier. The main mistake that entails financial losses of the subject externally economic activity- this is an incorrect definition in the contract of the moment of transfer of risk (responsibility for the goods) from the seller to the buyer.

The parties to the contract should take into account the differences between the conditions of group C and group D, clearly demonstrated in fig. 2.4. In case of loss of goods during the transportation period, the seller under the conditions of group C is considered to have fulfilled his obligation to deliver, and under the conditions of group D, the seller may be liable for breach of contract. Therefore, the seller who sold the goods under group D conditions should carefully consider the need to protect himself from the risks of breach or non-performance of the contract by including in the contract of sale an appropriate force majeure or other exemption clause, and the buyer should be attentive to this kind reservations.

Transport risk

Of particular interest are the so-called transport risks. Their classification was first given by the International Chamber of Commerce in Paris (1919) and unified in 1936, when the first INCOTERMS rules were promulgated. After the latest corrections (1990), various transport risks are classified by degree and by responsibility in four groups E, F, C and D.

Group E includes one situation - when the supplier (seller) keeps the goods in their own warehouses (Ex Works). The risks are assumed by the supplier and his bank until the goods are accepted by the buyer. The risk of transportation from the seller's premises to the final destination is already assumed by the buyer and his bank.

Group F contains three specific transfer of responsibility and risk situations:

a) FCA (Free Carrier / named place), which means that the risk and responsibility of the seller (and his bank) are transferred to the buyer (intermediary) at the time of transfer of the goods at the agreed place;

6) FAS (Free Along Side Ship / named port of deshuation), which means that the responsibility and risk for the goods are transferred from the supplier (and his bank) to the buyer at the port specified by the contract;

c) FOB (Free On Board ./ named of Shipment) means that the seller and his bank

disclaim responsibility once the goods have been unloaded from the ship.

Group C includes situations where the exporter, the seller, his bank enter into a transportation agreement with the buyer, but do not assume any risk. They include the following specific situations:

a) CFR (Cost and Freight ./ named port of deshuation). The seller and his bank pay the cost of transportation to the port of arrival, but the risk and responsibility for the integrity and safety of the goods and additional costs are borne by the buyer and his bank. The transfer of risks and responsibilities occurs at the time the ship is loaded;

6) CIF (Cost, Insurance, Freight ./ named port of deshuation) means that, in addition to obligations, as in the case of CFR, the seller and his bank must provide and pay for risk insurance during transportation;

c) CPT (Carriage Paid To / named place of deshuation), i.e. the seller and the buyer (and their banks) share risks and responsibilities. At a certain point (usually some intermediate point of transportation) the risks are completely transferred from the seller and his bank to the buyer and his bank;

d) CIP (Carriage And Insurance Paid To / named place of deshuation) means that the risks are transferred from the seller to the buyer at a certain intermediate point of transportation, but, in addition, the seller provides and pays the cost of insurance of the goods.

The last group of terms D means that all transport risks are borne by the seller. This group includes the following specific situations:

a) DAF (Delivered At Frontier / named place), i.e. the seller assumes the risks up to a certain state border. Further, the risks are assumed by the buyer and his bank;

6) DES (Delivered Ex Ship / named port of deshuation) means that the transfer of risks by the seller to the buyer takes place on board the ship;

c) DEQ (Delivered Ex Quay (Duty Paid) / named port of deshuation) - the transfer of risks occurs at the moment the goods arrive at the port of loading;

d) DDU (Delivered Duty Unpaid ./ named place of deshuation) - the seller assumes transport risks for damage, loss, theft, etc. of the goods to a place specified by the contract (most often a warehouse) on the territory of the buyer;

e) DDP (Delivered Duty Paid ./named place ofdishuation) - the seller is responsible for transport risks to a certain place on the territory of the buyer, but the latter pays for them.

It should be noted that if the buyer does not accept the goods for any reason or is unable to pay within the contractual period, the risks may pass from the seller to him earlier.

Leasing and factoring risks

The level of banking risks may also arise in the course of leasing and factoring transactions, barter and clearing transactions.

Leasing is a method of financing the development of new equipment and technology, expanding sales of equipment, which is especially relevant in the period of the need to accelerate the introduction of certain elements of real fixed capital, shorten the life cycle of goods, etc.

Leasing is currently considered a high-risk operation. Therefore, it is advisable to cover losses from it at the expense of the reserve fund of the bank.

Depending on the form of relations between the entities engaged in leasing operations, it can be operational, financial, returnable, international. Each of the above types of leasing can be direct and indirect; urgent and renewable (revolving); pure and complete.

Clearing is a mutual payment between two banks, regions, economic units, states, in which goods are exchanged without transferring money (currency). The essence of clearing is expressed as follows: for a certain calendar period, usually one year, the amounts of mutual trade circulate on specific bank accounts of various trading countries on the basis of a special clearing agreement. Through clearing, each exporting party receives the amount of the exported product from its bank. The bank, for its part, does not wait for the transfer from the importing bank, debits the clearing account and sends a debit memo to the appropriate bank associated with the importer./

Barter transactions are a form of compensation when the goods are paid not with money, but with goods. Barter transactions can be intercompany and interstate. Most often, intercompany barter transactions are carried out with the help of various intermediaries.

International barter transactions, as well as clearing, are associated with price lists, technical credit, currency for converting the cost of goods, but they are not associated with a specific time period, and the duration of barter agreements depends on the quantity and value of goods specified in specific price lists. sheets.

Factoring is a type of trade and commission operations in which a specialized company credits the seller during the shipment of goods under a sale and purchase transaction, acquiring the client's accounts receivable and collecting it independently.

Risks associated with the specifics of the bank's client

At its core, a bank is a commercial enterprise. The main principle of the "bank-client" relationship is the principle of making a profit by the bank at lower costs and the principle of minimizing all types of risk. The bank actually can risk (and it risks every day in the course of its activity) its own capital, but not the capital of the client, his profit. In order to minimize the risk, the bank should:

* diversify the portfolio of its clients, which leads to the diversification of all types of risk, i.e. its distribution;

* try to provide loans in the form of smaller amounts to a larger number of customers;

* provide large amounts to customers on a consortium basis, etc.

In the course of its activities, an entrepreneur may face various types of risks: production, financial, market, etc. For convenience of analysis, risks are usually classified.

So, depending on the factor of occurrence, the risks are divided into three large groups:

• natural and climatic;
• economic.

Natural and climatic risks associated with the manifestation of the elemental forces of nature, such as an earthquake, flood, storm, epidemic, etc.

Political risks related to the political situation in the country and the activities of the state. These include:

• impossibility of implementation economic activity due to hostilities, revolution, aggravation of the internal political situation in the country;
• nationalization of enterprises;
• confiscation of goods or businesses;
• the imposition of an embargo, i.e. the prohibition by the state of the import or export of any goods or currency, the refusal of the new government to fulfill the obligations assumed by its predecessors;
• introduction of a moratorium (postponement of fulfillment of obligations) on external payments for a certain period due to the occurrence of any extraordinary events;
• change in the tax policy of the state, etc. Natural, climatic and political risks, as a rule, are reflected simultaneously in the activities of a large number of enterprises.

Economic risks related to activities a separate enterprise. These include:

• risk of accidental loss of property;
• the risk of non-fulfillment of contractual obligations;
• economic risk;
• price risk;
• marketing risk;
• inflation risk;
• investment risk;
• the risk of insolvency;
• transport risk.

Risk of accidental loss of property associated with the possible loss of property of the enterprise (buildings, structures, equipment, stocks of goods, etc.) as a result of an accident, fire, theft, non-compliance with storage conditions, sabotage. As a rule, these reasons lead to significant losses, which indicates the high importance of this type of risk in the general list of possible economic risks.

Risk of non-fulfillment of contractual obligations due to the dishonesty of commercial partners, their failure to comply with their obligations or their insolvency. AT modern conditions Virtually every commercial enterprise faces this type of risk.

Economic risk arises as a result of a violation of the process of economic activity of the enterprise and failure to achieve the planned economic indicators(for example, the volume of sales of goods or profit). It may be associated with a change in the market situation, as well as with the economic miscalculations of the managers of the enterprise itself. This type of risk is the most common in the activities of the enterprise.

Price risk - one of the most dangerous types of risk, as it is directly and to a large extent associated with the danger of loss of income and profits of a commercial enterprise. It manifests itself in an increase in the level of selling prices of producers of goods, wholesale prices intermediary organizations, increasing prices and tariffs for the services of other organizations (for example, energy carriers, transport tariffs, rent, etc.), increasing the cost of equipment. Price risk constantly accompanies the economic activity of the enterprise.

Marketing risk represents the danger of choosing an erroneous strategy of behavior in the market. This may be an incorrect orientation towards the consumer of goods, errors in the choice of assortment, incorrect assessment of competitors, etc.

Currency risk inherent in commercial operations in the field of foreign economic activity. It represents the danger of currency losses associated with a change in the exchange rate of one currency against another. When importing goods, the company loses when the exchange rate of the corresponding foreign currency increases against the national one. On the contrary, the depreciation of this rate leads to losses in the export of goods.

Interest risk consists in an unforeseen change in the interest rate on bank deposits and interest paid by the enterprise for a loan.

inflation risk - it is the danger that the money income generated by rising inflation will depreciate faster than rise. At the same time, the real value of the company's capital will also depreciate.

Investment risk represents the risk of unforeseen financial losses in the course of the investment activity of an enterprise (i.e., capital investment in the creation of other enterprises, expansion or equipping own enterprise or buying securities).

There are two types of investment risk: real investment risk and financial investment risk. The first may arise as a result of a violation of the schedule and poor quality of work, non-compliance project documentation exceeding the planned budget. The second type of investment risk is due to a decrease in the market value of shares, bankruptcy or insolvency of organizations whose shares or other securities are held by the merchant. These risks are associated with the risk of losing part of the capital, so they are also included in the group of the most dangerous risks.

Insolvency risk expressed in the fact that the company will be in such a situation that it will not be able to pay its obligations. The reason for its occurrence may be incorrect planning of the timing and amount of receipts and expenditures. Money. The financial consequences of such a risk may be the initiation of a bankruptcy case, therefore it is also referred to as the most dangerous.

Transport risk - it is the risk of loss or damage to goods during their transportation.

In addition to those listed, there are other types of economic risks, but their consequences are not so dangerous for the activities of the enterprise. These include: the risk of losing goods in stores associated with theft by customers; the risk of loss of goods as a result of violation of the terms and conditions of storage; financial losses due to untimely implementation of settlement transactions due to an unsuccessful choice of a commercial bank; the risk of forgery of financial documents by employees, etc.

Based on other classification grounds, risks are divided into:

duration of exposure:

• temporary;
• permanent;

according to the nature of occurrence:

• related to business activities;
• associated with the personality of the entrepreneur;
• associated with a lack of information about the external environment;

by area of ​​origin:

• internal;
• external;

possible insurance:

• insured;
• uninsurable.

scale:

• local;
• global;

according to the expected results:

• statistical (simple);
• dynamic (speculative);

according to the degree of admissibility:

• allowable;
• critical;
• catastrophic;

according to the degree of justification:

• legitimate;
• illegal.

Depending on the possible result, all risks can be divided into two large groups: pure and speculative.

Pure risks - these are the risks of obtaining only a negative or zero result. These include natural and climatic, political and part of economic risks.

Speculative risks - these are the risks of obtaining both negative and positive results. These risks include most business risks. Thus, inflationary risk can lead not only to losses, but also to an increase in real income (for example, if the price at which an enterprise purchases a product grows more slowly than the inflation rate).

Depending on the sources of occurrence, all economic risks can also be divided into two groups:

• dependent on the economic activity of the enterprise;
• not dependent on the economic activities of the enterprise.

Risks that do not depend on the activities of the enterprise, are called systematic, or market. They are associated with such factors, the effect of which cannot be changed or limited (natural and climatic conditions, social relations, social conditions, legislation, etc.). All market participants are exposed to these risks. They may be due to a change in individual stages economic development country, making political decisions on certain issues of the economy, changing market conditions, etc. The risks of this group include currency, interest rate, inflationary and (partially) investment risks.

Risks related to the activity of the enterprise, commonly called non-systematic (specific). They depend on the management decisions made, on the practical experience and qualifications of the company's managers, their commitment to risky business operations that have a high rate of return, but also a high probability of losses. The negative consequences of such risks can be prevented through effective management.

Depending on the stage of solving the problem, risks are distinguished:

• in the field of decision making;
• in the implementation of the solution.

25.3. Organization of measures to reduce transport risk in the implementation of intermodal transportation

When performing transportation in international traffic, the person organizing the delivery of goods must assess the degree of adverse events that occur and provide for measures that help reduce losses in the event of these events. The level of transport risk can be defined as a quantitative expression of the discrepancy between what is expected and what actually happens. Any action during transportation on the way from the seller to the buyer takes place in the conditions of the uncertainty of the external environment.

It is known from the theory of risk that it is associated with the estimates (expectations) of the subjects of the transport process and does not exist independently of them. Risk-free behavior does not exist, therefore, it is necessary to distinguish between risk and its measures, since the same risky situation may contain different risks and, accordingly, different consequences.

Risks can be counteracted by applying certain methods of protection, primarily preventive measures, as well as transport insurance. Transport insurance covers Vehicle(casco) or cargo (cargo). The degree of risk in the delivery of goods depends on the type of transport, duration and route of transportation.

For example, in air transport, the insurance rate is lower due to the lower probability of cargo damage due to minimal external impact during transportation. The degree of risk is not equally distributed between modes of transport, for example, less risk air transport, followed by rail and road, followed by water transport.

When carrying out intermodal transportation, it is necessary to reduce the risks for cargo owners, for owners of vehicles, for the intermodal operator.

The risk in the activities of the intermodal operator is inevitable, so he must develop a risk policy. The main directions of such a policy are as follows: risk avoidance policy; risk acceptance policy; risk reduction policy.

Risk avoidance policy completely excludes a specific type of activity that causes losses, for example, refusal to organize the delivery of goods to certain directions. This policy is the simplest, but not always effective, since there is a possibility of abandoning profitable operations in the absence of reliable information.

Risk acceptance policy. It means covering the client's losses at their own expense and is appropriate if the financial condition of the enterprise is stable.

Risk Mitigation Policy. Assumes a decrease in the probability and volume of losses. The methods of prevention and risk reduction in transportation include insurance and diversification.

Insurance allows you to compensate for the consequences of negative events. It consists in transferring responsibility for the results of the negative consequences of the operation for a certain fee to the insurance company.

Diversification involves organizational changes in the enterprise, in which risks are distributed and their concentration is reduced. Most relevant for transport company is a combination of transportation with related services which are provided to customers (warehousing, transshipment, commissioning, customs clearance), for which the corresponding infrastructure is being developed. Diversification can be implemented through the creation of subsidiaries or branches. In addition, shipments may be made within the same geographic area or across different geographic regions, on different freight markets, or on different routes.

For effective work enterprises need to create a risk management system, which includes four stages.

Stage 1. Analysis of the main types of risk included in the complex of risks of the enterprise, determination of the strength of their influence on the activities of the enterprise, identification of the most significant types.

Stage 2. Determining the level of risks and the possible magnitude of losses in order to determine the risk tolerance of the main indicators of the organization's activities and the feasibility of managerial actions.

Stage 3. Determination of the most effective method risk management in order to ensure control over the risk situation and, if necessary, identify sources of compensation for possible losses.

Stage 4. Determining the effectiveness of managerial actions. Assessing the effectiveness of insurance or other risk mitigation methods.

Any reduction in risk has a price. This is the so-called risk reduction fee. When insuring, the payment for risk reduction is the amount of insurance premiums. Therefore, when choosing a way to reduce risk, it is necessary to take into account its cost and feasibility.

Thus, the organization of local transport systems using intermodal technologies is a rather complicated process that requires careful attention to its design and implementation, especially in international traffic in order to avoid significant losses during the transportation of goods.

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