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The basis for the delivery of goods to a retail trade enterprise is an application. It is drawn up in the prescribed form. It indicates the name of the goods and their main assortment features (type, variety, etc.), the number of goods. The application, drawn up in duplicate, is signed by the manager or director of the store, then it is certified with a seal and sent to the supplier for execution.

Goods delivery methods:

Ø The most efficient method of delivering goods to retail outlets. trade enterprises- centralized delivery.

Centralized cargo transportation began in 1951 at the initiative of Glavmosavtotrans. Currently only in construction organizations about 60% of cargo is transported centrally. The centralized transportation of bricks, concrete, mortar, reinforced concrete products, oxygen, oil products, ferrous metals, as well as the delivery of goods to railway stations and pickup from stations.

The main features of centralized transportation of goods are:

Ш performance of cargo transportation with a full freight forwarding

service;

• Ш performance by the supplier, as a rule, of the entire volume of transportation for a fixed clientele;
• Ø conclusion of a contract for the carriage of goods on the basis of the shipping principle;
• Ø strict distribution of responsibilities between the clientele and the motor transport company;
• Ø implementation of all settlements for transportation with the party that concluded the contract.

In case of centralized transportation of goods, the obligations of the parties are distributed: loading of goods at factories, warehouses and bases is carried out by the supplier, transportation of goods and their forwarding - by the transport company, unloading of goods - by the consignee.

Advantages of centralized transportation of goods: the use of road transport rolling stock is improved by reducing downtime at the points of loading and unloading goods, increasing the duration of work, increasing the utilization rate of mileage and load capacity; improves freight forwarding and simplifies documentation for the release and receipt of goods, and payment for transportation; settlements with the motor transport enterprise are made by the cargo supplier, who is cut to include the cost of transportation, loading and forwarding in invoices for products sold; the number of service personnel required for the organization of transportation is reduced as a result of a decrease in the number of forwarders, since freight forwarding is carried out by drivers, with the exception of transportation of especially valuable goods; conditions are being created for the consolidation of cargo shipments and the use of road trains, the comprehensive mechanization of loading and unloading operations and specialized rolling stock; there is an opportunity continuous improvement transportation process. The motor transport enterprise, acting as the organizer of centralized transportation, has a constant impact on suppliers and recipients of goods in terms of improving the condition of moving tracks, mechanization of loading and unloading operations, more rational warehousing of goods, better preparation of goods for transportation; the productivity of drivers increases due to work on the same routes and transportation of the same goods; the duration of the process of cargo transportation is reduced; reducing the cost of transportation, etc.

The disadvantages of organizing centralized transportation of goods include a decrease in the reliability of transportation for some "unprofitable" consumers and the need, in some cases, to change the order of marketing organizations. To organize centralized transportation of goods, preparatory work is necessary, which consists in studying the size of the traffic flow, its structure, the features of cargo transportation, the condition of access roads, the means of mechanization of loading and unloading operations, choosing the most rational type of rolling stock, identifying ways to increase the mileage utilization rate, determining methods operational planning and management of transportation, etc.

Ш The second method of cargo delivery is decentralized.

In case of decentralized transportation, consignees order rolling stock in motor transport enterprises, independently organize the export of cargo for their enterprises without coordinating the order of transportation with consignors (cargo suppliers).

Cargo recipients independently perform loading and unloading operations, having for this a certain staff of loaders, forwarders and supply agents.

The advantages of decentralized transportation are that the timeliness and reliability of the necessary transportation increases, the disadvantages are that the use of rolling stock is reduced due to the fact that the organization of the transportation process is carried out by the consignees, and not the motor transport company, the number of loaders and forwarders increases, unproductive costs increase, cost of transportation, etc.

Ш Brigade form of labor organization of drivers

IN last years improvement of centralized transportation of goods on road transport follows the path of developing a brigade form of organizing the work of drivers - complex brigades are being created, in a complex - mechanized brigades, brigade contract, through brigade contract, etc.

The brigade is such an association of workers in which each voluntarily recognizes the authority of their own association over themselves. The scope of work (transportation) is determined in the contract with the administration of the motor transport enterprise. No one can include an employee in the brigade or exclude an employee from it without the consent of the entire team or the brigade council.

Complex-mechanized teams are usually organized during the development of soil, transportation of filter and inert materials. The brigade unites drivers, excavators and bulldozer operators. At the same time, the delivery of all members of the brigade to the place of work and after work to the place of residence is carried out on service buses; the change of workers is carried out directly in the pit; refueling and lubricating vehicles and mechanisms at the place of work from tankers; production of minor repairs of excavators, bulldozers and cars, as well as the dismantling and installation of tires on specially equipped sites; accounting for the amount of work performed on end result etc.

Distinctive features of the team contract: wage is distributed equally to all members of the brigade (in proportion to the time worked), with the exception of the premium for class: the expenses of the brigade of drivers are planned according to the following items - salary with accrual, fuel, lubricants, tire wear and repair, current repairs and Maintenance cars; if the brigade fails to fulfill the daily task of transporting goods, it is reduced the amount of profit in proportion to the amount of income falling on the unfulfilled volume of cargo transportation; if the brigade fails to fulfill the transportation plan due to the fault of the motor transport company, it is compensated for its permanent profit, and the customer is paid a fine in the amount of 20% of the cost of delivery of the undelivered cargo from the supplier or the excessive downtime of the rolling stock under loading due to his fault, they are paid a fine to the motor transport enterprise in the amount of 20% of the cost transportation; when placing cars on overhaul with a mileage less than the norm, the profit of the team of drivers due to this is reduced by the amount of profit lost by the motor transport enterprise, and when the car is written off with an incomplete service life, by the amount of the residual value.

With an end-to-end team contract, a joint agreement is concluded between all participants technological process working on a team contract basis. For example, when transporting reinforced concrete products joint agreement conclude the teams that carry out the manufacture, engineering equipment, transportation and unloading of products at construction sites. The progress of transportation is controlled by the council of foremen together with the management of the motor transport enterprise and the enterprise manufacturing reinforced concrete products.

Improving the efficiency of cargo transportation is currently associated with the packaging and containerization of cargo, complex mechanization and automation of the transportation process, non-transshipment technology for the transportation process of packages and containers from suppliers to consumers, improving the organization of transportation - the creation organizational structure, which would unite the performers of all stages of the transportation process. Combining the above measures when organizing the transportation of a specific cargo allows us to consider it as the organization of a flexible automated transport system.

Ш Intermodal transportation.

At present, cargo owners impose requirements on carriers to improve the quality of the transportation process: compliance with the speed of transportation along the entire route, the delivery time of the cargo to the destination at the set time, the safety of the transported cargo and its useful properties, information about the location of the cargo on the route of transportation, presentation of related services to the cargo owner (forwarding, customs operations, packaging, packaging, packaging, etc.).

The highest form of transportation organization that meets these requirements is intermodal transportation. They allow transportation operators to use all the best advantages of each mode of transport in an integrated way and offer consumers products High Quality And acceptable prices. In economically developed countries, this direction of development of transport systems is a priority, due to which the annual growth of such transportation is 3-5%.

Intermodal transportation is a multimodal transportation "from door to door", prepared and carried out under the unified management of one center. Its organizer at all stages of the development and implementation of the transportation process purposefully links the actions of all parties involved in it: cargo owners, carriers and transportation complexes - in the interests of speeding up the transportation of goods and reducing the total cost of its transportation.

The main features of intermodal transportation are:

• 1. participation in the carriage of at least two modes of transport;
• 2. the existence of an agreement between the "center" and the cargo owner on the carrier of cargo "from door to door", which provides for the responsibility of the "center" for the safety of the cargo and the timing of its transportation, as well as the amount tariff fee for the whole range of services provided by the "center" to the cargo owner (through tariff).

Advantages:

• 1. more rational use of available transport capacities;
• 2. more economical energy consumption;
• 3. increasing the reliability of transportation, etc.

I dedicate this editorial to a topic to which, thanks to my scientific background, I can never remain indifferent. Decent science uses the most precise system of introducing definitions, and it can be said that the accuracy of science is measured by the strictness of the specification of terms, concepts (definitions); Mathematics is generally recognized as the standard of such rigor. In engineering, the mathematical rigor of operating with terms is often unnatural and impossible, however, it is clearly useful for this area to draw from the exact sciences the always implied accuracy, common sense and even elementary ethics when introducing new concepts.

1. Accurate work with concepts and terminology

By definition, those working in real science make sure that everyone always clearly understands what is said in this or that article, what is the proposal put forward by the author, what development has been achieved, what is the result, what is criticized, etc. . On the other hand, in areas in which an objective scientific review of proposals and results is not possible, some fog of definitions or attributing their priority to oneself is sometimes dictated or justified by considerations of competition, marketing, advertising, etc.

More or less disciplined and competent work with terms and concepts, in my opinion, suggests that you

I will touch on two terms - "end-to-end technology" and "information modeling" - and I will immediately say that today's propagandists of the concepts behind these terms, respectively ASCON and NEOLANT, are real and deserved leaders of the domestic engineering market. software. This is not about doubts about their leadership, it is about my doubts about the correctness and / or accuracy of the definitions and uses of the two above-mentioned concepts. Even more precisely: I want to understand what is what, and I will be glad if readers help me with this.

2. How does end-to-end technology (ST) of ASCON compare with PLM?

The term ST, or end-to-end design (SP), has been activated in our firmament in the last few weeks. For example, let's pay attention to the seminar "End-to-end design in instrumentation at the stage of transition from P-CAD to Altium Designer" or to the article "". In this regard, ASCON became the main newsmaker, putting the announcement of its new ST-course in the focus of its recent main event: "".

The through turn of ASCON is considered in sufficient detail in, which was given to the portal by the site Sergey Evsikov. The interview states that " large ASCON customers need end-to-end automation of engineering processes. They do not need a separate CAD tool, even the most wonderful, they need an integrated PLM system ". I am trying to draw a pleasant conclusion from this statement: large domestic customers have grown to a systematic approach, which they, together with ASCON, expect to implement using PLM or some kind of it (part?), called end-to-end technology. My hypothesis is supported by the interviewer - with his phrase " end-to-end PLM integration”, which is not denied by the answer of S. Evsikov. One of the illustrations, in which the components of the ST are nested in a circle called life cycle The product reinforces my hypothesis (as does all the other relevant figures in this interview, though):

On the other hand, the idea arises that if PLM is not mentioned in the detailed and well-designed illustrations coming from the undeniably qualified specialists of the market leader, then the leader still means something significantly different ... However, Sergey says, What " end-to-end 3D technology is a modern trend”, from which I conclude: ST3D is not an invention of ASCON. If it were about scientific article, after the words “this is a modern trend”, links confirming this statement would certainly follow: at least I should look for them on the Internet ...

To begin with, I stumble upon some exotic " Great Encyclopedia Oil and Gas”, which pleased with a stunning definition: “ End-to-end design is a process that eliminates the boundary between the stages of the dynamic synthesis of a system, i.e. synthesis of mathematical models of the control law and the stage of (transputer) implementation of this law". I do not give a link to save the psyche of readers. I will also omit the link to the article (2010), which states that “ On the basis of a 3D model, it is possible to use end-to-end design technology... This technology allows you to link together all the stages of development and production of products ... According to the American National Institute of Standards and Technology (USA), the use of end-to-end design allows you to:...” and further ridiculous assessments are given of how the joint venture makes the various stages of the life cycle more efficient (from 5 to 90%!): of course, there are no references. I find some more not very intelligible references to ST from about fifteen years ago ...

Finally, on the website of the magazine "Equipment and Instrument" I see a very rich article "ASCON end-to-end 3D technology" (2013) by ASCON managers, which says: " The domestic implementation of the ideology and principles of the concept of PLM technologies was the End-to-End 3D ASCON technology, which meets the main condition for the existence of the methodology - full integration and interaction of all components". Very good and nice! (True, I would like to ask whether, for example, TFLEX-PLM + or Lotsia® PLM are also domestic implementations of the ideology and principles of the PLM technology concept, but it doesn’t matter to me here). In general, the article is very informative, and it’s even more offensive that no reader questions and comments followed it: in order to correct this injustice, I suggest that the authors of the article and ASCON marketers publish a slightly updated version of this article on the site, which has become even more relevant.

From what we have seen, we can conclude that ST/SP should be well known in the English-speaking world. However, the search for the term “Straight-Through 3D Technology” taken from the Asconov article leads only to this article itself, and I could not find other English prototypes or analogues of ST / SP. I would like to thank readers for their help.

It turns out that ASCON specialists, deeply respected by me, are not very accurate, in the sense of what is stated above in Section 1, and are not very far-sighted with terminology. I especially regret the inconsistency with paragraph 2b, since its consistent implementation, in my opinion, would bring significant methodological and marketing benefits to ASCON (including abroad), and would also contribute to the development of a reliable development strategy for the announced direction.

I'll try to formulate my hypothesis. The end-to-end technology appears to be the forerunner of PLM, which was one of the first ideas for integrating engineering design tools that did not include many of the components and techniques of the full-fledged PLM that subsequently emerged. At the same time, the narrowing of the scope of consideration and the better (compared to non-CAD components) technological sophistication and logical connectivity of CAD components made it possible to keep in mind relatively closer integration, data separation, communication, etc. Apparently, the revival and refinement of end-to-end technology has become reasonable today due to the development of PLM itself (including methods of joint and distributed data processing), due to the development of the engineering components themselves and their interfaces, as well as the development of those some large domestic customers who have already matured to understand the need to purchase and implement complex integrated systems, but have not yet matured to restructure the business based on the organization of a full-fledged controlled digital interconnection of all its (business) components, which (restructuring and interconnection) is the essence of PLM.

I would recommend presenting end-to-end technology, clearly positioning its place in the space of PLM processes, components and methodology, in particular, emphasizing not just integration and complexity, but focusing on joint and distributed (not necessarily sequential) processing of shared data. A clear PLM positioning does not prevent you from including special security tools in your solution if they are fundamentally needed by some customers. I can’t imagine how without this it will be possible to tell in an understandable way (of course, if you want) the world community about this ASCON course, for example, at the same COFES or in Ralph Grabowski’s blog. However, it is clear that “end-to-end technology” and “this is something even better than your already reasonably beloved KOMPAS-3D” sounds much more attractive to the ears of some important customers than, for example, the import-substituting PLM 0.5

3. How does NEOLANT Information Modeling (IM) compare with BIM and PLM?

In the domestic market of engineering software, one can hardly find propaganda activity comparable in its pressure to NEOLANT's activity in promoting what this company calls "information modeling". And this activity is obviously effective: at least look at others. The winners are not supposed to be judged, however, the subheading questions I want to ask.

As already mentioned, I could not find an English analogue or prototype for end-to-end technology, but it is impossible to imagine that the phrase “information model” would not turn out to be encyclopedic, fundamentally general and, of course, having a clear international meaning (at the level of its generally accepted use!). So it is: the English-language Wikipedia in its detailed article with many links says that “ An information model (IM) in software is a representation of the concepts and relationships, constraints, rules, and operations that specify the data semantics of a particular domain… IM provides a shared, stable, and well-organized structure of information requirements or knowledge in the context of that domain».

On the NEOLANT website we read “ In the understanding of NEOLANT experts, an information model (IM) is a database in which information about an object is consolidated and integrated real world. Contains 3D models, passports of objects, documentation archive and other information on objects in a structured and interconnected way. An information model is a digital prototype of an object in which each of its elements is uniquely defined and their logical relationship is provided. It is the structure and assigned relationships that are the main features of the information model.».

After making sure that NEOLANT experts, in general, agree with Wikipedia, I read on. " A real world object is understood as an industrial enterprise / civil structure / city or part of them - a separate building, system, equipment". Yeah, I think, since we are talking about an efficient modeling concentration of data and knowledge about structures, their parts or their combinations, then this is still BIM! However, I could not find such a word or any of its Russian-language decoding in NEOLANT's explanations of what MI is. True, in one of the comments to the article "", an erudite reader explains: "... we can say that "information modeling" is a more universal concept, which, if necessary, can be attributed, on the basis of the goals achieved and the tasks to be solved, to different types: PLM, BIM, ERP, asset management, office work, economics, etc.". There is not the slightest doubt that IM is a (much) more universal concept: some general cultural training, Wikipedia, and, for example, the article “Information Modeling” in the “Encyclopedia of a Computer Science Teacher” do not leave them - in my opinion, an excellent article , combining breadth, scientific and methodological literacy, visibility, rich illustrativeness and simplicity of the language; This article should be read by all of us.

Introductory figure in an article for computer science teachers

Given this kind of encyclopedic notion, with all the deepest respect for the practical achievements of NEOLANT, it is difficult for me to understand how the company can position itself as a world leader in information modeling ...

Further, the NEOLANT website notes: “ Today, in the global expert community, there are disputes about the concept of an information model, and it is not surprising - after all, this area continues its rapid growth, the limits of which have not yet been identified. NEOLANT has developed its own concept of information modeling and, based on it, offers the implementation of real applied solutions". No references to disputes about the concept of IM are given, and, in my opinion, there cannot be, since, outside the philosophy and methodology of science, disputes about what is commonly called information modeling are hardly possible today.

The cited introductory article by NEOLANT, to which the company tirelessly refers, ends with the table “Typology of information models. Types of recommended digital models depending on the tasks of the enterprise. This table seems to me quite promising from a methodological point of view: indeed, despite all, undoubtedly, always and everywhere existing, subtle features of each enterprise and its tasks, the types of enterprises and classes of tasks to be solved must be visible and specified with sufficient accuracy. (The complete chaos that seems to an observer always reflects the lack of knowledge of the observer.) Therefore, the attempt to classify, undertaken by NEOLANT, can only be welcomed and serve as an example for all vendors and integrators. Another thing is that in this nice table, again, BIM is not mentioned at all (!), And PLM is indiscriminately attributed to technologies, which is fundamentally wrong.

And in this case, I want to formulate my hypothesis-diagnosis. NEOLANT has (a) enviable access to large integration, service and consulting orders in the rich area of ​​​​the domestic market (public sector, oil and gas, nuclear and thermal energy) and (b) mutually beneficial partnerships with a number of the world's largest vendors in the field of PLM, BIM and ERP . Apparently, the solution of many tasks of NEOLANT's customers (for objective or subjective reasons) requires the integration of different genre solutions from different vendors. In such conditions, there is often a need for one or another integration of PLM, AEC, ERP elements and the development of additional auxiliary modules. I suspect that with a methodologically competent definition and use of the term BIM, this concept could quite reasonably unite all the solutions applied and integrated by NEOLANT. However, since today at the mass level it is often practically “we say BIM, we mean ArchiCAD or Revit or ...”, it is not surprising that NEOLANT is very narrow in the specificity of this term.

In order to break out of the instrumental framework of the narrowly understood BIM, NEOLANT chose, from my point of view, a methodologically naive way out: to pretend that BIM has nothing to do with the company and call its activities an extremely general term, which, from the point of view of any educated person, refers to encyclopedic concepts and cannot have an alternative interpretation in a separate niche of a single industry. Call it, say, Neol-BIM, H-BIM + or, if you are shy about BIM, NEOL-3D modeling, and they would boldly call themselves world leaders in it.

4. Conclusions

I repeat that I have no doubt that behind the inaccurate (from my point of view) applied terms that have been considered here, there are quite meaningful results and perspectives. Moreover, I am sure that the vast majority of users do not notice any carelessness and incorrectness and, most likely, do or will conclude that my vendor is the coolest. However, the development of our market may be faster than it seems to today's pragmatists. Until recently, it seemed to someone that it was more pragmatic to implement 2.5D in our country, and that BIM could only work in the conditions of the British monarchy. But large Russian enterprises can ripen to a complete PLM restructuring of the business faster than it seems today, and it is unlikely that the slogan of import substitution (if it persists) will prevent them from profitably implementing a complete PLM, including, say, Internet of Things, or even 3DExperience. And it cannot be ruled out that BIM will develop so far, including in the direction of the PLM methodology, that at a high architectural and methodological level it will absorb analogues of the relatively crude NEOLANT schemes, and these schemes will be imported to us in the form of some BIM2020 from this or that Siemens. Thus, I believe that the manner and practice of manipulating terms and concepts that I noted not only reflects inaccuracy and incorrectness, but also fixes a very real methodological obstacle (brake) in the minds of vendors in the process of forming and implementing their long-term strategy.

In general, the manipulation of terms and concepts without their honest, unambiguous and qualified correlation with the system of concepts and knowledge accumulated by the culture of mankind seems like choosing the so-called special path without taking into account the gigantic world and one's own historical experience (either due to illiteracy, or political marketing considerations): such a choice can bring tactical success, but strategically, as the same experience shows, it is ineffective and dead-end.

On closed meeting with members of the Moscow Capital Club Minister of Telecom and Mass Communications of the Russian Federation Nikolai Nikiforov spoke about the new world that awaits us very soon, about its opportunities and dangers. The meeting was attended by the correspondent of "AiF". We publish the Minister's speech with slight cuts.

"Uber" according to "Gazprom"

It is extremely difficult to predict anything in the context of the technological revolution that we all have witnessed. We faced some fantastic number of transformations, complete destruction and restructuring of existing models.

Perhaps the clearest example of such a transformation is the so-called "uberization", the use of computer platforms and mobile applications for communication between taxi drivers and customers. If we compare the capitalization of Gazprom and Uber, then the capitalization of Uber is based not on the infrastructure created by the company itself, but on a certain virtual point around which a powerful traditional infrastructure revolves - the same cars.

Thus, the digital economy is the same economy multiplied by new technological capabilities, primarily the ability to collect, store and transfer huge amounts of data.

This revolution is happening right before our eyes. When I came to the ministry in 2012, there were not even fiber optic cables everywhere. In December 2012, fiber optics came to Yakutsk, where there had never been high-speed Internet before. I remember that every 100 km there was a communication center with a diesel generator powered by diesel fuel, which ensured the operation of the line. In Russia, there was practically no 4th generation connection, 4G. And today more than 25% of operators cellular communication in Russia they work in this standard. Many people no longer represent anything else and swear at the operators when there is no high speed internet, the movie cannot be downloaded. We never thought that the number of SIM cards in different devices, in our cars, refrigerators, vacuum cleaners, irons, would begin to exceed the number of SIM cards in our phones. This also happened in just a few years. We never thought that it would be possible to lay a fiber-optic communication line to small settlements - for example, to a village where 250-300 people live. And today we have a program under which Wi-Fi comes to 14,000 such settlements and, thanks to Rostelecom, this is free Wi-Fi.

This technological revolution is the basis of the digital economy.

"End-to-End Technologies"

Our president at the St. Petersburg Economic Forum this summer called these new technologies "end-to-end". What did he mean? The meaning of this definition can be revealed if we recall Yandex. We traditionally consider Yandex an internet company. But this is a company that develops "end-to-end" artificial intelligence technology. They use artificial intelligence in search, when laying routes on the map, when they predict the weather by processing a huge number of different sources, predict an increase in the number of taxi calls and direct cars to these areas, and finally, with the help of artificial intelligence, voice recognition and voice assistant answers questions " Alice". The share of artificial intelligence in the latest program is higher than in foreign counterparts.

The digital economy is a cross-cutting technology.

What other end-to-end technologies exist? The first is data processing. Very, very large datasets. This makes it possible to record everything in a row. For example, to predict and collect information about traffic jams in Moscow, they use data from mobile network operators. All your movements are recorded and stored in one large database. And the Moscow mayor's office can quite accurately say how the traffic situation changes daily, weekly and monthly. Why are the Moscow authorities so boldly selling a large number of road projects? Because they know almost everything about each of us moving around Moscow. The use of personal data without the knowledge of a citizen is prohibited by law, but anonymized data is used and processed.

Augmented reality, robotics, machine learning, quantum computers, the Internet of things - "end-to-end" technologies can be listed for a long time. Their main common feature is the possibility of application in different industries. And the most gigantic digitalization of the economy will be in those areas that are not covered at all today: Agriculture, various industries... There will not be a single area that will not be seriously pressured by new technologies.

I feel very happy as a minister, because I received the powerful support of the first person of the state. The President said: "We will develop digital technologies, the digital economy, because only thanks to this we will be able to remain competitive in 5, 10 and 25 years."

How is blockchain different from bitcoin?

Of course, the digital economy allows you to do everything less centrally. And here it is worth mentioning one more thing. new technology- blockchain or distributed ledger technology. This is when you do not need to store the entire database, when the entire history of changes and the entire chain of interactions is stored in each piece of information. Encryption allows us to be sure that no one has changed anything in them. Blockchain and bitcoin are not the same thing, bitcoin is only one of the cryptocurrencies, which are also just a special case of using a distributed ledger. Blockchain technology can be used in a wide variety of industries. For example, its application will allow us to abandon the current real estate registry - and it will be a much more reliable and cryptographically verified registry that can be absolutely trusted.

Thanks to blockchain technology and people's agreement on value, such a financial instrument as cryptocurrencies has appeared. Yes, as our president said at a recent meeting, indeed this tool can be used for a large number of bad things - tax evasion, terrorist financing, money laundering ... But if you create a legal framework, set right conditions games, then you can use them positively. And such projects are already being prepared. Of course, we must use our own cryptography here (data encryption technology - Ed.), Prescribe clear and understandable rules for taxing such operations. But the instrument itself – let’s conditionally call it “cryptoruble” – is necessary and appropriate in the Russian economy. As well as in the EurAsEC economy, and in the BRICS economy. Because these instruments cannot be kept in one country, they are fundamentally international, they spill out all the time somewhere. Therefore, although it is fundamentally decided that there should be cryptocurrencies, but what rules we will apply is being discussed just these days. After the meeting with the president, I received invitations to a huge number of meetings dedicated to cryptocurrencies in the federal government - including both houses of our parliament. Therefore, the process has definitely begun. Our task is to remove differences and develop a set of rules.

Who has all our moves recorded?

I would like to point out that Russian Federation doomed to play its own game - and in the field information security, and the digital economy. For the reason that we are a superpower: we have strategic nuclear weapons, sovereignty and pursue our own policy.

We all have our own smartphones and tablets, which lie on the nightstand next to the bed, move with us to public transport and on cars, we spend the whole day with them, taking pictures with their help. But, I think, none of the average users think about the fact that none of their photos, messages or records disappear. Any images and combinations of letters forever remain part of the global information matrix and are available to those who created it. You can't clean up your digital history - it's very difficult. It is forever recorded and can be used against you.

The creators of the digital matrix are known to all. It turned out that most programs and mobile OS only 3 American corporations produce for the whole world - Google, Apple and Microsoft. They are in control Russian market 99%, like the world. This was not a problem until the number of Internet users and mobile devices in our country did not exceed 50% of the population. Now we have come to 60%. Given that we have all become hostages of these technologies, we have all become hostages of these corporations. What is the conversation of the American intelligence services with these corporations, we know both from WikiLeaks materials and from books Snowden. This is a very tough conversation, not always based on legal methods. Foreign intelligence agencies use the collection of data through these corporations, and not necessarily in the interests of national security, but also in the interests of commercial intelligence, influence on the political processes taking place in different countries. Therefore, those countries that care about their digital sovereignty - and without it we cannot talk about any sovereignty at all - have to solve a lot of issues. We need to know what's in our citizens' pockets, we need to think about whether citizens can feel safe and whether their basic constitutional rights are respected in terms of information technologies. And to understand whether it is possible one day to turn off the Internet on command from the outside in a single state - such examples are known and documented. It so happened that the Russian segment of the Internet is controlled today from the glorious European city of Amsterdam. As we know, in recent years we have periodically had certain issues, we are faced with the action of politically motivated sanctions. We may have our own view of the will of individual peoples and territories, while other countries may have a different one, different from ours. And the Internet, mobile operating systems, smartphones become tools in this complex game.

Without completing the entire necessary cycle of import substitution, we cannot be a competitive superpower already on a 10-year horizon. That is why both within the framework of the Digital Economy program and within the framework of other events in Russia, order is being put in order in this area today. Without understanding how these platforms and technologies work, without guaranteeing the reliability of this basic digital infrastructure, we will not be able to ensure that very national security.

It is no longer a connection for the sake of a connection. This is the digital transformation of the world.