文 献 综 述 1.Introduction 1.1 Research Background Kazakhstan and China#8217;s transport logistics is not only vital for the trade and economic integration between the two countries, but also it#8217;s critical for the integration among China, Central Asia and Europe. The Sino-Central Asia cooperation is developing rapidly focusing mainly on trade, investments, energy, transport and communication and other spheres. However, there is little academic research on the transportation industry between countries in this region. This paper is about the logistics and transportation between Kazakhstan and China. In this study the author will mainly employ qualitative research, combination of the theory with the two translated texts, document research, contrast, and deduction. 1.2 Need for the study This thesis has practical significance and reference significance. Due to the importance of transportation in trade between China and Kazakhstan, this study explores the role of multimodal transport, which has advantages and disadvantages. Therefore, studying the multimodal transport between China and Kazakhstan has a guiding role in the trade between the two countries, and can provide a hint for the combination of theory and reference research. 2. Literature Review 2.1 Multimodal transportation Transportation and logistics industry#8217;s regulation structure conduct and performance (RSCP) framework was derived from the neo-classical analysis of transportation and logistics industry. This RSCP hypothesis has led to the implementation of most logistics and transportation systems. This was followed by many of countries, international economic cooperation units, and Customs Union. They emphasized on the rational for countries becoming big economies, low prices and cooperative estimation. For instance, after 1985, when European Union began connecting national transport and logistics systems, the EU underwent many economic achievements. Further, we want to make RSCP analysis on transportation and logistics industry including problems, between China and Kazakhstan. Multimodal transportations take the least time, lining up on the principle of continuous transportation from terminal to terminal, and are used in cases where there is no direct route by single mode of transportation between sender and consignee. Multimodal transportation #8226; Multimodal container delivery of cargoes from China, Korea, Japan and other Asia-Pacific countries to Central Asian countries (Kazakhstan, Uzbekistan, Kyrgyzstan, Tajikistan, Turkmenistan) and Russia via the TRANS-China, TRANS-Russia and TRANS-Iranian routes. #8226; Multi-modal international transportation from European countries, USA and Canada to the countries of the EAEU and Central Asia. #8226; Execution of loading operations, temporary storage and warehousing of goods in ports and terminals of Europe and Asia if changing mode of transport; #8226; Possibility of organizing the delivery by transit via Iran (Bandar Abbas) and from Iran through the border crossings Sarahs, Astara, as well as via the ports of Bandar Anzali and Bandar Amirabad to the ports of Aktau, Astrakhan, Makhachkala, and in reverse direction; #8226; Comprehensive route planning and schedule with a constant tracing of cargo movement at all stages of transportation; #8226; Combined transportation by different modes of transport: rail, road, water, air. The differentiation between multimodal and intermodal lies in the contract/ bill of lading and transport carrier responsibility / liability of the movement. If we look back to our example above, multimodal shipping would be where one company or one contract would handle all legs of the journey. This means that the same company is going to responsible for moving your shipment in all legs, in all modes. This can be set up in a couple of ways. You could go with a company that has all of these modes of transport available to them. Another way to set up a single contract for yourself is to use an agent. An agent would do all the negotiation on the back end for you while you only have one contract to keep track of. The agent would also be responsible for coordinating loading, unloading, and delays. This method holds several advantages, the first being less overhead for you. Companies that handle multimodal shipping will be able to handle delays in one leg of the shipment in relation to the other legs without you needing to be involved. This method provides a one stop shop service, so every single aspect is handled by one provider, giving you that ease and peace of mind. 2.2 Advantages of Multimodal transportation a) Shipment tracking efficiency able to monitor with one transport carrier from door to door delivery; b) access to remote parts of the world with responsibility and liability of the movement with one transport carrier; c) efficiency in delivery time; and d) minimization of logistics coordination expenses of a shipper In summary, in terms of transportation, intermodality is related as a operation where the cargo is transported since its origin up to its destiny, by several modes, with one different contract by segment (its implies in partial responsability of each transport provider). Multimodal (what MacAndrews offers) is the transport operation where despite the use of several modes, a single provider (and a single contract) assumes the entire responsibility since the cargo origin until its destiny. The advantage of both Intermodal and Multimodal Transport is given by the most efficient combination of multiple transport modes, optimising lead times, reducing inventory costs and keeping the level of freight costs under control. This combination results in increased environmental sustainability, reducing the transportation carbon footprint. Regardless of your choice with Intermodal or Multimodal, Shippers require a transportation management system (TMS) to ensure door to door tracking visibility, ability to perform routing scenarios to determine the best overall total shipping cost with the best overall routing transit time. The transportation management system must have capabilities for coordination with and between transport carriers and suppliers, along with freight rates and contract management. 2.3 Transportation between China and Kazakhstan Zhang Peng, based on the SCP paradigm of industrial organization, analyzed the growth process of China's logistics industry by introducing the government regulatory factors and expanding the SCP framework. And, he gave out some possible solutions. Both government officials and academicians have recognized the strategic value of cross-border transport and logistics systems as one way to grow economy and establish sustainable competitive advantage by serving customers better than competitors or at a lower price for the same service level (Henkoff, 1994), and Harrington (1996). The economic growth and huge market potential of China has attracted not only business attention, but also a growing amount of academic interest, although research on China#8217;s logistics is very rare. Peng et al. (2001) reported no comprehensive studies of logistics in China up to 2001, and our comprehensive search of the literature revealed few additional studies on China#8217;s logistics. Not surprisingly, authors have examined the challenges that China faces in developing logistics to meet the growing demand (Carter et al., 1997; Daly and Cui, 2003) addressing specifically transportation, telecommunication, customs, and warehousing (Goh and Ling, 2003), and concerns of foreign firms in China (Ta et al., 2000). Hong et al. (2004) examined the current status and future prospects of Chinese manufacturers#8217; usage of 3PLs service, from a logistics user#8217;s outsourcing perspective. The historical structure of distribution and logistics in China in relation to current problems and future prospects has also been addressed (Jiang and Prater, 2002).To the best of our knowledge, there have been no studies conducted that directly address logistics providers in mainland China. The proposal to create "The New Silk Road," or Transport Corridor Europe-Caucasus-Asia (TRACECA), was enthusiastically received by European Union (EU) and the United States when it was proposed in May, 1993, by Central Asian leaders meeting with the EU in Brussels. The vision of a superhighway not only of asphalt, but of rails, pipelines, and fiber-optic cables stretching from Rotterdam to China#8217;s Yellow Sea Coast seemed full of promise not only to firms who would build these systems, but also to those who sought to prosper from the region#8217;s wealth in minerals, cotton, and its best-known commodities, oil and natural gas.7 In his Master#8217;s Thesis, titled ”The N.E.W. Corridor and the Northern Axis How the influence of the EU has shaped the political process of promoting the Trans-Siberian railway as a sustainable and viable transport alternative between the Far East and the West”8 , Jonas M. Helseth wrote vitality of Trans-Siberian Asia-Europe transport corridor. Dobrica (2006) in her thesis titled ”Logistics in the transport services of Republic of Kazakhstan” discussed operations of transport logistics, operating conditions and problems of development and solving problems through the introduction of foreign experience. The author conducted a real market condition research designed to show that in Kazakhstan logistics functions as the creation of local transport circuits and systems. She suggested that logistics development requires the establishment of uniformity of operations and instruments in terms of logistic chains, which requires a certain level of knowledge. 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