The financial policy of the EEC in support of military capabilities does not ultimately cause too much surprise. After all, of the 12 member countries of the Community, 11 are simultaneously members of NATO. But it looks strange to stimulate the shipyards of Western Europe in the current conditions, when their products simply increase the already excessive carrying capacity of the world merchant fleet.


As we can see, the implementation of the naval strategy of the North Atlantic Treaty participants artificially creates additional surpluses of the world fleet's carrying capacity. Excess tonnage, in turn, leads to serious violations of the balance between the supply and demand of transport services in the world shipping markets. Thus, the problem has gone beyond the economic interests of the shipping companies of the EEC countries, has nothing to do with fair competition and casts a shadow on all international shipping.


The consequences of NATO's policy in the field of merchant shipping are not limited, unfortunately, only to the additional depression of freight markets. Hyperbolized and distorted assessments of the military role of maritime transport in the context of East—West relations have apparently become the main reason that the final document of the Vienna Meeting of the participants of the Conference on Security and Cooperation in Europe does not contain direct references to any interaction in the field of maritime navigation. It seems that the representatives of NATO member countries who participated in the Vienna discussions finally joined merchant shipping, even in peacetime, to naval operations, the refusal to discuss which is specifically stipulated in the final document.


At the same time, in the context of the construction of a pan-European house and other initiatives discussed in Vienna, transport, including maritime, should be almost in the first place in the implementation of economic cooperation programs. Even in ancient Rome, trade began to develop steadily only after the Romans mastered the construction of roads. Within the framework of the upcoming pan-European international economic events, at the UN Economic Commission for Europe, at the non-governmental level of business cooperation, real conditions have already developed that allow us to talk about specific forms of genuine internationalization of the transport process.


Such internationalization could also help to overcome the deadlocks of military confrontation at sea. In addition to positive economic results, large-scale projects in such a sensitive area as transport are also a radical means of eliminating mutual suspicion and political distrust.


Specifically, the idea of creating a multinational European transport consortium for the transportation of goods between Europe and Japan, as well as the countries of Southeast Asia, comes to the fore after the Vienna meeting. As you know, in the USSR, the through movement of railway trains opens along the Baikal-Amur mainline crossing Siberia in addition to the existing Trans-Siberian railway.


The capacity of the transit "bridge" is significantly increasing, and its continuation through the seaports of the Baltic and Black Seas opens up good prospects for servicing not only European countries, but also ports on other continents. The advantages of such a consortium would undoubtedly be, first of all, a lower cost of transportation, higher reliability and faster delivery of goods compared to sea transportation across the Indian Ocean. Home porn amateurest.com USA.