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Transport is the circulatory system of the country's economy, and its main component is the railway. It is known that transport can develop only under conditions of an effective system of division of labor, cooperation and interpenetration of economies.

Transport is the circulatory system of the country's economy, and its main component is the railway. It is known that transport can develop only under conditions of an effective system of division of labor, cooperation and interpenetration of economies. Only by maintaining economic ties and the corresponding commodity flows can the demand for the railway as a carrier be ensured. Otherwise, in the event of a break in integration ties, in the conditions of isolation and autonomy of "economy", the transport system will inevitably die.

The events of 2014-2015 in the Donbass had a significant impact on both the current functioning and the prospects for the development of a single complex of the transport system of our country. And this is due not only to damage to infrastructure facilities and rolling stock from direct fire from artillery fire and tank salvos. The Donetsk railway (ChRW) today turned out to be a divided front line almost in half. We propose to evaluate the current situation on the ChRW and further prospects for its operation and development under the current conditions.

CHD is the main shipper

Previously, the role of the ChRW in the life of Ukrzaliznytsia (UZ) is difficult to overestimate. Donetsk "piece of iron", which runs almost entirely through the territory of Donetsk and Lugansk regions, was once considered the largest shipper in the country. The operational length of the line is 2.8 thousand km, which is about 13% of the total length of the country's railways.

Before the war, the Donetsk road accounted for 37% of the total volume of cargo shipments and 15% of the total cargo turnover. The share of net income of the ChRW in 2013 in the income of all railways in the country was almost 17.5%. That is, in fact, every fifth kopeck of UZ income was brought by the Donetsk highway.

Of course, such a volume of transportation work was due to the once powerful industry of the Donbass, which gave the "piece of iron" the main cargo for transportation. The main transported mainly coal, coke, ferrous metals, ferrous scrap.

The share of ChRW in shipments significantly exceeded the share in freight turnover. This was due to the fact that a huge amount of industrial cargo was sent over short distances. For example, coal goes to processing plants near mines. After that, the coal concentrate is transported to thermal power plants or coke plants located here, in the Donetsk and Luhansk regions. Further coke is purchased, as usual, by local metallurgists.

That is, the ChRW mainly serves its consignors and is involved in domestic transportation. The main cargo flow and revenues of the ChRW were provided by the transportation of coal for thermal power plants and the supply of ore from the Krivoy Rog basin for the metallurgical enterprises of Donbass. These are cargo flows along the line of the economic "bundle" of the industrial center of the country with the east.

It was the role of the Donetsk Highway as a consignor and carrier of the bulk of general cargo that determined its importance for the country's transport system. In peacetime, the Donetsk Railway transported about 46% of all Ukrainian coke, about 38% of ferrous metals, and about 18% of ferrous scrap.

In addition to domestic transportation, the ChRW also provided international transportation for local export-oriented enterprises - cargo flows from / to Russia, international transportation through Russia or - thanks to access to the Sea of ​​Azov - through the Mariupol Commercial Sea Port.

"Iron" sample of 2014

The military-political conflict in the Donbass has undoubtedly affected the work of the transport system. The structure and volumes of production in the national economy have changed and, accordingly, the structure and volumes of cargo traffic. This is especially true of the railway as the main carrier of goods.

It is no secret that the industrial Donbass plays an important role as a cargo producer. As a result of the stagnation of the region's industry and the virtual "paralysis" of the transport system of Donbass, following the results of 2014, Ukrzaliznytsia reduced the overall freight traffic by 12.2% - to the level of 2009. According to forecasts, the volume of cargo transportation in 2015 will decrease by another 25% compared to the crisis last year. Let's not forget that it is freight traffic that is the main source of income for the Ukrainian railway line against the backdrop of unprofitable passenger traffic.

The fall also affected the passenger sector of the industry - passenger transportation decreased by 21%, which is also associated with the actual separation of the Donbass and Crimea as centers of business activity from the rest of Ukraine and the cooling of relations with Russia. As a result, losses from passenger transportation in 2014 amounted to UAH 7.9 billion. Losses from passenger traffic, a decrease in income from cargo transportation, as well as a difficult situation with attracting credit resources led to a negative financial result of UZ in UAH 9 billion.

In addition to these problems, fixed assets of the industry are chronically worn out. Approximately 80% of the existing locomotive and rolling stock needs to be upgraded and are being used in excess of the estimated operating rate. Accumulated depreciation today is more than UAH 50 billion.

A noticeable decline in the performance of the country's railway industry is mainly due to the war in Donbass and, to a lesser extent, the loss of Crimea. Thus, the main factor in the decline in the transportation work of the country's railway industry was the ChRW. The performance indicators confirm this.

So, in 2014, only 99.4 million tons of cargo were sent by the Donetsk railway, the share in the total number of shipments decreased to 30.3%. The share of freight turnover also decreased - to 10.8% of the total freight turnover in the country. Freight turnover decreased by 11.8 billion ton-kilometers, or more than a third, by almost 35%. At the same time, transit cargo turnover fell by 55%, export - by 38%, import - by 40%, local - by 30%.

The transportation of passengers also decreased: the decrease in passenger turnover on the ChRW as a whole in 2014 amounted to 30%, including in interstate traffic - by 75%, in domestic traffic - by 25%.

According to forecasts, in 2015, taking into account the decline in industrial production, the share of cargo shipments to the ChRW will decrease from 30% to 15-20%, that is, almost twice. Thus, for two months of 2015, this figure amounted to 8.4 million tons, or 21% of the total volume of shipments.

It should be noted that the blocking and front-line working conditions of the ChRW were not the whole of last year, but a little more than half a year. In this regard, one can only share the pessimism regarding the forecasts for the work of the ChRW in 2015, against which the past will seem not so unsuccessful.

According to the results of 2014, the Donetsk Highway received over UAH 500 million. losses from functioning in wartime conditions.

Life of the road in the conditions of the front

A significant part of the ChRW, today, unfortunately, remains under the control of the militants, who do not allow the "piece of iron" to work normally. Both cargo carriers and passengers have long forgotten about the rhythmic and uninterrupted functioning of railway transport in Donbas.

Due to the military-political conflict in the east of the country and the damage caused by the destruction of the railway infrastructure (bridges, overpasses, tracks, contact network, stations, structures, etc.), more than 900 million hryvnias are required. for her recovery. More than 1,500 railway infrastructure facilities have been damaged in Donbas. And this is without taking into account the destruction in the Debaltseve area (the largest railway junction), which occurred in January-February 2015.

The practical consequence of hostilities is the blocking of the movement of freight trains at the junctions of the ChRW with other regional railways. During full-scale hostilities, large railway junctions were destroyed.

Under the conditions of the front, most of the cargo was redirected to the "input-output" stations of other railways, bypassing the uncontrolled territory. The process of reorientation of cargo and logistics routes is only gaining momentum over time.

There were two main routes on the Donetsk railway, which generated the lion's share of the freight traffic. The first is the so-called coal route through Debaltseve: most of the coal for thermal power plants went along this route. The second one is Sinelnikovo-Avdeevka-Donetsk-Mariupol: ore from Kryvyi Rih was supplied to the Donbass metallurgical plants through it. Currently, both routes are destroyed.

The Lugansk region in relation to cargo transportation is completely worth it. There is practically no traffic along the Donetsk-Krasnoarmeysk-Chaplino route, where about 2/3 of the cargo of the largest Yasinovatsky railway junction in Ukraine was sent a year ago.

Now ore is delivered to Mariupol via the alternative route Kamysh-Zorya-Volnovakha-Mariupol, which has a much lower capacity. There are also big problems with the export of coal.

Wartime makes itself felt. Around the pile of railway metal - destroyed tracks and wagons, nodes and stations. For scrap "with a bang" is the delivery of railway tracks and equipment. All this causes additional damage and further paralyzes the work of the railway transport in the region.

In addition, thieves are flourishing. Cynically and mercilessly plundered by looters locomotive and wagon fleet. A lot of property was written off after damage from military operations, especially the wagon fleet and shunting locomotives. Wagons and locomotives were looted for scrap: if tanks are scrapped, it is not difficult to imagine how easily railway property goes to scrap.

By the way, the SBU recently caught the DPR-appointed chief of the Children’s Railways, who was selling trains for scrap metal. The terrorists "appointed" their head of the Children's Railways, and the impostor, on the instructions of the militants, carried out a large-scale theft of the property of the state enterprise. The wagon fleet is especially in “demand” from the separatists and militants. In particular, the “militias” were engaged in cutting the rolling stock of the railway for scrap, which caused multimillion-dollar losses.

Moreover, both state and private rolling stock enjoys increased interest. No one can ensure the safety of the private wagon fleet either - which is worth recalling even on the territory of Ukraine, the example of “squeezing out” 1,000 freight wagons of PGK-Ukraine. What can we say in such conditions about the guarantee of the safety of goods.

The logistical and market situation in the region is constantly changing, and changing, unfortunately, not for the better. The key problem in the organization of the transportation process is the destroyed infrastructure: trains cannot move due to damage to the railway track.

For example, today the import/export of goods is possible only through the restored Yasinovataya-Scotovataya route. So, for more than a month of this year, coal was not supplied from the mines in Pavlograd and Dobropolye to the Zuevskaya TPP in the territory not controlled by Ukraine at all. The only possible route for the export of coal ran through the Ukrainian station Yasinovataya. But even this direction is not working without interruptions and blocking this year.

Enterprises have to look for unusual logistical solutions for the transportation of their goods. For example, shipment of coal to Luganskaya TPP (owned by DTEK) is carried out today in transit through Russia, through the checkpoint Krasnaya Mogila-Gukovo. It is necessary to transport coal by transit route due to the fact that a direct railway track with a distance of about 120 km from Rovenek and Sverdlovsk to Lugansk TPP was damaged as a result of hostilities. Including damaged bridges, stations, nodes. But the transit route is more than 800 km, and its use increases transport costs for coal transportation tenfold.

In addition to the transportation logistics itself, shippers have a lot of problems with cargo clearance, customs clearance, the work of fiscal authorities, etc. This adds even more problems to the organization of cargo transportation.

The industry of Donbass, which forms the basis of cargo transportation, is now on its last legs. The militants control about 50% of the industry of the Donetsk region and almost the entire industry of the Lugansk region. In the areas controlled by militants, almost 90% of enterprises do not work, most of which have been looted and taken out for scrap. The overall decline in industrial production in the Donbas is more than 50%.

At the main cargo producers today there is a tendency to curtail and close production. In the region - a financial blockade, the cessation of business activities due to the reigning lawlessness and banditry, etc. As a result, according to preliminary forecasts, the decline in industrial production and cargo transportation in 2015 will worsen even more than in 2014. The fall in industrial production will be about 2/3 of the peacetime production potential. As a result, the indicators of cargo transportation work will deteriorate by at least another third compared to the previous year.

Highway goes to autonomy

Today, the Children's Railways of the "People's Republics" is heading for isolation. After the signing of the September first Minsk agreements, it became clear that the “DPR/LPR” are political projects for a long time and it will be necessary to organize the work of the railways, that is, the entire interaction of the “republics” and the rest of the territory of Ukraine in a new format.

Therefore, there was a ban on banking activities in the ATO zone. The management of UZ, as part of the implementation of the provisions of Presidential Decree No875/2014 of November 14, 2014, changed the procedure for settlements when sending goods. So, since November last year, shippers are prohibited from paying for the carriage of goods at the station of departure, but must pay for it at the station of destination. Thus, UZ stops the bulk of the financial flows to the ChRW. In turn, the ChRW stops sending wagons - both loaded and empty - in all directions.

Following, from the end of last year, as part of the implementation after the appearance of the order of the Cabinet of Ministers of December 29, 2014 (No. 1284-r), the transfer of the ChRW units on Ukrainian territory to the control of other roads began - this is clearly preparation for the isolation of that part of the ChRW, which is under the control of the "republics ". The property complexes of the ChRW, located in the Ukrainian-controlled settlements of the Donetsk and Luhansk regions, are being transferred to the management of the Prydniprovska and Yuzhnaya railways. A decision was also made to establish the boundaries of the Pridneprovsk, Southern and Donetsk railways. And now there is a process of division of a part of the ChRW. At the same time, there is no interaction between the controlled and uncontrolled parts of the Donetsk highway today.

The future of the ChRW: forecasts and prospects

The industry in the Donbass will gradually stop completely - cargo producers will simply “die”. The financial blockade will only gain momentum. Economic relations between Ukraine and the territory of the DPR/LPR will practically cease. Production facilities on the territory of the "republics", being withdrawn from the legal field of Ukraine, will not be able to conduct economic activities, including foreign economic activity. Over time, everything will become - industry, transport, transportation. You can remember Transnistria. Taking into account the fact that the cargo producer will “die”, and the fact that the ChRW mainly served domestic cargo flows, the transportation of goods will also be in a state of “clinical death”.

Transit will also not become a panacea for the treatment of an ailment - it will not help to load the Donetsk highway of a part of the "people's republics". Transit flows will come to naught due to a critical decrease in cargo turnover between Ukraine and Russia, because the only transit corridor passing through the territory of the "republics" is the international transport corridor "Fastov-Znamenka-Nizhnedneprovsk Knot-Red Grave-Gukovo-Likhaya-Volgograd-Upper Baskunchak - Aksarai-Makat-Beineu-Naimankul-Nukus-Uchkuduk-Navoi.

Who will send their cargo through the militants' highway, without any guarantees of the safety and security of cargo passing through the territory of the republics, remains a big question?

In general, it is possible two scenarios for the further development of the ChRW. However, whichever option is chosen, the result will be the same - the ChRW will become a "rotten corner" - an analogue of the railways in Abkhazia.

Scenario 1 - Children's Railways remains part of UZ with special status. Probably, it is correct to say not in the composition, but in the presence of ultrasound. It is clear that even if the ChRW is de jure a member of UZ, then with the corporatization of UZ and the creation of a single company, the assets of the ChRW will not fall into its statutory fund, which means that the ChRW will operate with a special status. Simply put, money will not come in, only the minimum amounts necessary for “smoldering” functioning will be transferred. Shippers will not pay directly to the ChRW, it will be such a functioning in the form of a remote production branch without the right to conduct independent business activities. It is clear that under such a scenario, there can be no development of the material and technical base, no reconstruction, implementation of infrastructure projects, restoration of infrastructure and attraction of investments. Gradually, the JWR will simply "die a quiet death."

At the same time, no one will restore the infrastructure on the way to Ukraine, most likely the cargo turnover of the territory of the "republics" with the rest of Ukraine will be carried out not through the "line of demarcation", but through the territory of Russia.

Scenario 2 - "Republicans" on the basis of the assets of the ChRW on their territory create an independent railway company.

In this case, the same alignment will actually turn out, even worse. There will be no payments from Ukraine. It is clear that decent shippers will not be able to pay for the services of such a transport company, which is located in an unrecognized territory and with an incomprehensible status, the threat of sanctions, etc. It is possible to arrange payment for transportation through local Donetsk-Luhansk companies, but this will not save, because the industry really does will work, which means there will be no traffic. So it will be possible to pay for the transportation of "state" goods - for the needs of the "governments" of the republics, no more.

It is clear that there will be no funds for the restoration of infrastructure and rolling stock, and it is not worth waiting for investments. You should not count on transit traffic. Restoration of railway lines across the "delimitation line" is also unlikely to be carried out. Cargo traffic between the "republics" and Ukraine, as in the first case, will go through the territory of the Russian Federation.

These are the options - in general, at least by washing, at least by rolling, and if the "republic" does not return to Ukraine, then the Children's Railways will play the role of a "rotten corner", rapid withering and death.

Ukraine without ChRW: loss of country and road

The autonomy or isolation of the ChRW of the “republics” will turn out for it in no other way than euthanasia. The mainline will inevitably vegetate, gradually degrading, without any prospects for development, implementation of transit projects and a normal system of coordination with associated railways.

Within the framework of such prospects for the "republican" ChRW, the loss Ukraine will be uncritical. Taking into account the fact that the ChRW served mainly its cargo producers, who, given their export orientation, will not be able to function due to the unrecognized status of “republics”.

Of course, it is a shame that due to the cooling of relations with Russia, and Russia-EU relations, in the near future, Chinese transit projects will not be implemented - the new Silk Road, which could unite the potential of the economies of the EU, Russia, China and other Asian countries. There are many promising projects to strengthen the transit potential of Ukrainian railways.

Thus, there is a project of a broad gauge to Europe, which would allow creating a new Asia-Europe transport corridor through Ukraine, Russia, Slovakia and Austria with a gauge of 1520 mm. For this, it was proposed to build about 500 km of railway track from the Slovak Kosice to Vienna.

In addition, the prospect loomed in the light of the construction of the Beskydy Tunnel - railway lines through the Carpathians, which is part of the Lviv railway. The 1750 m long tunnel is also of strategic importance: this route carries goods to the western border and more than 60% of transit cargo in the direction of Western Europe.

These projects were supposed to expand the transit capabilities of the Ukrainian highway. However, these directions for the development of railway transit and the attractiveness of the Ukrainian highway are a prospect.

Real transit losses from the autonomy of the ChRW "republics" in the current conditions are hardly worth counting on. More precisely, the loss of freight traffic from the cooling of relations between the EU and Russia is much more significant than the losses from the separation of the ChRW.

There is no path without integration

Really, effectively develop the transport system of the Eurasian continent, which is based on Ukraine and Russia, it was possible only together- transport projects require integration and interpenetration economics. Any isolation or autonomy almost kills the transport infrastructure and does not allow the implementation of infrastructure projects. Thus, UZ will lose from isolation from the Children's Railways, but will lose even more from the isolation of the Russian economy.

However, due to the deterioration of relations with the EU and Ukraine, Russian Railways will also lose the prospect of its development as a transit corridor between the EU and China. The author does not want to give political assessments of the nature of "who is to blame", but the prospects for the development of a unified transport system of the Eurasian continent, the annexation of the Crimea and the sluggish war in the Donbass caused irreparable damage. And if for the current functioning this damage, although noticeable, is not critical, then the prospects for the implementation of strategic infrastructure projects have been dealt a crushing blow. You can just forget about them.

Railway transport. This type of transport is the leading one among the universal modes of transport in Russia (more than 40% of cargo and 1/3 of all passengers.) This is due to the fact that it is practically impossible to use sea and river transport for transportation across Russia in the latitudinal direction. The length of roads in Russia is 86 thousand km. Railway transport has many advantages: high carrying capacity, low cost of transportation, transportation of goods over long distances, all-weather capability. The region occupies one of the first places in the Central Black Earth economic region. Day and night trains with iron ore, coal, oil, timber, machinery and industrial products go to the region. Iron, steel, rolled products, pipes, etc. are exported from the region by rail. The volume of rail traffic is growing every year. ©LunkinaMI

Conclusion: The problems of railway transport are: lack of rolling stock (in the former USSR, cars for electric trains were produced in Riga, electric locomotives in Tbilisi, etc.) Currently, their production is being organized at Russian factories. This transport depends on the terrain. ©LunkinaMI

This type of transport is the most expensive in terms of cost of transportation. Its advantages are in the speed of transportation, great maneuverability and delivery of cargo directly to the consumer "from gate to gate". But the cargo turnover is only 0.6% of the total Russian cargo turnover. The average transportation distance is 40 km. Hard-surfaced roads are laid for motor transport in the Lipetsk region. Thousands of cars and trucks, pickups and vans, buses carry various goods and passengers along them. The volume of these transportations is significant. Each car emits 200 kg per 1000 liters of fuel. Carbon monoxide, 20 kg. Nitrogen oxides, 25 kg. Hydrocarbons, 1 kg. Soot. Exhaust gases from carbureted engines contain heavy metals (lead).

Aviation transport. Air transport is one of the most expensive types of transport. By planes and helicopters, you can deliver cargo to anywhere in the country. Cargoes are transported by air to hard-to-reach areas, perishable and urgent cargoes. Aviation specializes in transporting passengers over long distances. There are 800 airports in Russia, 50 of them are international. Air transport has a strong polluting effect on the atmosphere. In one hour of flight, the aircraft burns 15 tons of fuel, the combustion of which consumes 625 tons of air, while the emissions of combustion products are 66 tons. In the airport area, residents suffer from noise pollution. This is the youngest mode of transport. In the Lipetsk region, the length of air lines is small, but civil aviation aircraft carry passengers and thousands of tons of cargo and mail. ©LunkinaMI

Pipeline transport. Pipeline transport came out on top in terms of cargo turnover. Laying a pipeline is cheaper than building a railway. Transportation of oil through pipes is 2-3 times cheaper than by rail. Pumping stations pump oil, gas, kerosene, gasoline through pipes, i.e. liquid and gaseous products. In Russia, 95% of oil is transported through oil pipelines, and almost all gas is transported through gas pipelines. The operation of the pipelines is controlled by automatic machines, which are served by a small number of people. This transport has no emissions into the atmosphere. Does not pollute nature. But 50% of pipelines have a high degree of wear. Every year, about 700 pipeline explosions occur in the country. As a result of an oil spill, very severe pollution of nature occurs, and explosions, fires, and death of people are possible if gas leaks from a gas pipeline. In the Lipetsk region, gas is supplied through gas pipelines to all districts of the region. ©LunkinaMI

Horse-drawn transport. This type of transport is most common in areas with adverse climate conditions, for example: in the regions of the Far North of Russia, dog teams are used, reindeer are used as a means of transportation. In the central part of the country, this type of transport is outdated. It is environmentally friendly. ©LunkinaMI

Sea transport. Sea transport serves foreign trade. And "coastal" navigation - its share in transportation is small. This transport is cheap, since sea vessels have a large carrying capacity, direct free sea routes. By the number of merchant ships "about 5000" the Russian fleet is in the top five countries of the world. But ships (more than 60%) have an operating age of more than 15 years and cannot enter foreign ports. With the collapse of the USSR, our country has lost many ports, the largest ports today are the following ports: St. Petersburg, Novorossiysk, Murmansk, Arkhangelsk, Vladivostok. This transport depends on weather conditions (storms, most of the seas of Russia freezes) It affects the state of the waters of the World Ocean, as a result of the transportation of oil products, water pollution occurs, which in turn leads to the death of the organic world of the ocean. ©LunkinaMI

River transport. This is a cheap mode of transport, providing mainly domestic transportation. Russia is rich in navigable rivers, which make it possible to transport goods that do not require fast delivery: timber, oil, bread, building materials. River transport is still important for the tourism industry, on rivers cruise routes are organized. Rivers play a connecting role - they connect the seas (northern) with railways and are connected to each other with the help of canals. The major rivers of the Lipetsk region are: Don, Voronezh, Fast Pine. ©LunkinaMI
20 Electronic transport. This type of transport is the most modern and convenient for a person. It makes it possible to transmit information in a short period of time and over a great distance. It consists of telephone communications, (cellular communications), telegraph, space communications, e-mail, telecommunications - the Internet. Transport is promising. ©LunkinaMI
Summary. Transport is one of the main sources of environmental pollution. It accounts for 60-70% of chemical and 90% of noise pollution, which adversely affect human health. The most powerful source of air pollution is road transport. Transport is one of the main sources of environmental pollution. It accounts for 60-70% of chemical and 90% of noise pollution, which adversely affect human health. The most powerful source of air pollution is road transport. The main ways to solve the problem of environmental pollution are the search for ways to reduce the toxicity of exhaust gases, the improvement of old and the creation of new engines (electric vehicles), the creation of exhaust emission control systems. The main ways to solve the problem of environmental pollution are the search for ways to reduce the toxicity of exhaust gases, the improvement of old and the creation of new engines (electric vehicles), the creation of exhaust emission control systems. ©LunkinaMI

Literature. A.I. Alekseev, V.V. Nikolina. "Population and economy of Russia." A.I. Alekseev, V.V. Nikolina. "Population and economy of Russia." A large reference book for schoolchildren and applicants to universities "Geography" A large reference book for schoolchildren and applicants to universities "Geography" E.A. Kriksunov, V.V. Pasechnik "Ecology" ©LunkinaMI

INTRODUCTION

Transport is figuratively called the “circulatory system” of the economy. With its help, the movement of huge masses of goods and passengers is carried out both within cities and in intercity, international communications. Reliable transport links are a necessary and obligatory condition for the specialization of any territories in the production of products intended for consumption outside them.

Transport is an independent branch of the economy, which should be attributed to the manufacturing sector. The movement of goods and passengers is both a production process and a transport product. Currently, the Russian transport complex employs about 4 million people, it accounts for over 1/10 of all fixed assets of the country's economy and gross domestic product. Almost 1/3 of the services rendered to the population falls on transport.

For Russia, with its vast expanses, harsh climate and large-scale transportation of bulk goods over long distances, all-weather modes of land transport, which are characterized by the lowest costs, are of paramount importance. Water and road transport play a much smaller role in Russia than in the economically developed countries of Western Europe, the USA and Japan. The first is due to the freezing of most seas and all rivers, which have a relatively short navigation period, the second is due both to the later motorization of Russia and due to higher unit costs for the construction and operation of roads and vehicles. Most cargo (almost 1/2) is transported by motor vehicles. However, its role in the cargo turnover of transport in Russia is small. This is due to the extremely small average distances of cargo transportation (shoulder): mainly within the cities and their immediate surroundings, in open pit mines, on logging roads in logging areas, etc.

1 TECHNICAL SUPPORT OF THE RAILWAY TRANSPORT PROCESS

Rail transport is one of the largest cargo carriers in the country. It accounts for a significant part of the total volume of cargo transportation. According to the report for 2008, 85% of freight turnover and 40% of passenger traffic are accounted for by rail transport. At the same time, railways are an important centralizing factor in Russia's economic space. For many regions, this is the only mode of transport.

The railways of Russia are a developed transport system with a length of 87 thousand km, of which 39 thousand km are electrified. In terms of costs, railways are the most cost-effective mode of transport for long-distance transportation of wagon loads in bulk - coal, ore, sand, agricultural and forest products.

In the future, railway transport will retain the leading role in providing the bulk of interregional transport and economic ties and should carry out more than 70% of the freight turnover of the transport system (without pipeline transport).

The material and technical base of railway transport includes: tracks and track facilities, wagons and wagon facilities, locomotives and locomotive facilities, stations, freight yards, commodity offices, weighing facilities, etc. The sphere of circulation is mainly closely related to the wagon fleet and its use.

1.1 Track facilities

Track facilities - one of the main branches of railway transport, which includes the railway track with all facilities; objects of industrial, service-technical and cultural purposes; linear track, industrial enterprises providing current maintenance and repair of the track; track and bridge survey, geophysical and normative-instructor stations; Means of mechanization of road repair and other works. The share of track facilities accounts for more than 50 percent of the cost of fixed assets of railways, a fifth of operating costs. One sixth of the railway transport workers are employed in the track facilities.

The main task of the track facilities is the maintenance of the track and track devices in constant good order in order to ensure the safe and smooth movement of trains at the highest speeds established for this section.

He manages the track facilities at JSC Russian Railways, the Main Directorate of the Track, and on the roads - the track service. The State Institute for the Design of Engineering Structures and Industrial Enterprises of the Track Facilities and Geological Surveys (Giprotrans-way), regulatory and track survey stations and a design and engineering bureau are under the jurisdiction of the Main Department of the Track.

Track services are directly subordinated to sleeper impregnation plants, where wooden sleepers and beams are dried and impregnated with antiseptics, ballast quarries where ballast is mined, crushed stone factories that produce track gravel, rail welding trains that weld new and old-year rails, track road workshops and track survey stations.

The line enterprises of the track facilities are track distances, forest protection plantation distances and track machine stations. The location and technical equipment of track distances, track machine stations and other track facilities should ensure the performance of the necessary work on the maintenance and repair of the railway track, structures and devices to perform the specified traffic sizes at the established speeds.

1.2 Car fleet

The wagon fleet consists of two main groups of wagons — passenger and freight.

Freight wagons in railway transport are divided into covered wagons, gondola wagons, platforms, tanks and special wagons for the transport of certain types of cargo, such as isothermal, cement, acid tanks, for the transport of vehicles, etc. Heavy and oversized cargo is transported in conveyors with a carrying capacity of up to 400 tons and more.

Covered wagons are designed for transportation of valuable goods and goods that require protection from atmospheric influences. They transport grain, container and piece cargo and a number of others. In a covered all-metal car, the side walls of the body are equipped with hatches. The metal roof has four loading hatches with automatically locking crumbs. All-metal self-sealing body doors in the lower part are equipped with unloading hatches through which part of the grain is unloaded to reduce pressure on the door before opening it. The sealing of the door is achieved by using rubber gaskets of a special profile at the points of interface with the body pillars and special grooves at the threshold. In wagons with self-sealing doors, grain is transported without the use of grain shields.

Gondola cars make up a significant part of the freight car fleet, which is used most intensively. The gondola car has no roof, and its floor is made up of unloading hatches. The hatches are closed with special locks and are equipped with jure ions to facilitate their closing.

Gondola cars are designed for the transportation of bulk bulk and bulk cargo that do not require protection from atmospheric precipitation - ores, timber, coal, metal, as well as motor vehicles, agricultural machinery, etc. This type of car makes it possible to widely use mechanized loading and unloading, including on wagon dumpers.

Platforms are designed for the transportation of long cargo (rails, timber), containers, as well as cars and various road and agricultural machines. A four-axle platform with all-metal sides is the main type of platforms.

Bulk liquid cargoes, oil products are transported in tanks. Depending on the type of oil product being transported, tanks are specialized and equipped with devices for top or bottom discharge. The body of the tank is a cylindrical boiler with a cap in the upper part. Safety valves are installed on the boilers of tanks for the transportation of gasoline. For the transportation of gasoline and light oil products, tanks with a carrying capacity of 62 tons equipped with a universal drain device are used.

Passenger fleet cars are subdivided into cars for the carriage of passengers, postal, luggage, restaurant cars and special purpose cars. Long-distance carriages are adapted for a long stay of passengers in them. Such cars are compartment cars with soft, hard or semi-rigid places for lying and non-compartment (open) with hard or semi-rigid places.

1.3 Carriage economy

The main divisions of the wagon economy are wagon depots, which include wagon preparation points for transportation and wagon maintenance points, washing and steaming stations, passenger technical stations, wheel workshops, auto-brake checkpoints, automatic coupler checkpoints, impregnation, regeneration shops and other facilities.

The wagon depot, which is usually located at large railway junctions and marshalling yards, performs depot repairs of passenger and freight cars or containers, brakes and refueling of axle boxes, as well as repairs of spare parts and equipment. Wagon depots specialize in the repair of certain types of wagons.

A large and responsible subdivision of the wagon depot is the point for preparing wagons for transportation and the wagon maintenance point. At the points of preparation of cars and points of maintenance, maintenance of freight cars supplied for loading, passenger cars - for boarding passengers, as well as cars that are in the formed trains, is carried out.

1.4 Freight yard

The cargo yard is a part of the territory of the station with a complex of structures and devices located on it designed for receiving, loading, unloading, issuing, sorting and temporary storage of goods. It houses warehouses, cargo sorting platforms, platforms for containers, heavy, bulk and other cargoes. The cargo yard has track development and automobile entrances and driveways, and all its warehouses and sites are equipped with loading and unloading machines and devices. Common areas in the cargo yard - warehouses, loading and unloading areas and devices - are specialized according to the type of cargo (packaging, bulk, heavy, dangerous, etc.), the type of shipments (wagon and small) and the nature of the operations (loading, unloading , sorting).

Cargo yards are dead-end, through and combined types. For temporary storage of goods between acceptance for transportation and loading into wagons (sorting by destination and collection of wagon shipments), as well as unloading from wagons and export to the warehouses of recipients, railroad warehouses are used:

common use, owned by railways and

employees for the storage of various goods, with the exception of perishable, fetid and dangerous, for up to 3 days;

non-public, owned by enterprises and

organizations.

Depending on the type of cargo, warehouses are divided into special (for individual cargo) and universal (for cargo of various types).

Covered warehouses with internal input of railway tracks and road entrances are called hangars. In such warehouses, favorable working conditions are created, especially at prolonged low air temperatures in winter, and air conditioning is provided at high temperatures in summer.

Covered platforms are used to store low-value goods that require protection from atmospheric precipitation, but are not afraid of the effects of wind and moist air. Usually they are built as a continuation of warehouses on the same sites.

Freight stations are an integral part of railway transport - a set of track and cargo devices designed to perform the corresponding cargo and commercial operations. Cargo stations carry out operations for the reception, loading and unloading of luggage. All objects and devices of the commercial economy are concentrated at the cargo stations. These are commodity offices, container platforms, weight and crane facilities.

2 TECHNICAL SUPPORT OF THE WATER TRANSPORT PROCESS

The marine fleet and mixed river-sea vessels mainly serve the world freight market outside of Russia, and there is a continuing trend towards the construction of ships, their registration and the implementation of the shipping business abroad. At the same time, about 60% of Russia's foreign trade cargo turnover is carried out by sea, while the total number of ships and tonnage is decreasing, and the aging of the fleet registered in Russian national registers continues.

As a rule, Morflot is the leading carrier in multimodal service. A significant amount of cargo is currently transported by ships and barges in coastal waters and inland waterways. For a number of constituent entities of the Russian Federation, water transport is a non-alternative mode of transport to ensure their livelihoods. The cost of transporting bulky, low-value, non-perishable goods such as sand, coal, grain, oil, and metal ores by water is very low. Recall that to move 1 ton of cargo over the same distance along the river, energy is spent 6 times less than by rail, and 25 times less than by road. On the other hand, water transport is the slowest and is often affected by the weather.

The material and technical base of sea and river transport includes the fleet, sea and river ports and piers.

2.1 River and sea fleet

The river and sea fleet consists of ships of various types:

cargo-passenger

· dry-cargo (bulk carriers) - for transportation of bulk cargoes.

Modern bulk carriers have a large carrying capacity, often exceeding 100 thousand tons. An almost completely open deck allows ships to be quickly loaded with powerful grab cranes or conveyor loaders without horizontal movement of cargo on the ship.

bulk (tankers)

Refrigerated - these vessels can be self-propelled and non-self-propelled, have a relatively small carrying capacity, have thermally insulated cargo spaces, refrigeration equipment that allows cooling down to -25C.

· ro-ro - for the transportation of goods placed on wheeled vehicles, these multi-deck ships can carry up to 2000 cars, trailers, semi-trailers, tractors.

· Lighter carriers - small self-propelled or non-self-propelled barges - are lowered by a crane from the side of a lighter carrier standing in an open roadstead and delivered for unloading and loading to the pier. The loaded lighter-barge is brought by a tugboat or under its own power to the lighter carrier and is delivered to the deck by a ship's crane. Lighter carriers are effective in the absence of sufficiently powerful ports, as well as in mixed river-sea transportation.

To perform operations for loading and unloading, receiving and delivering cargo, organizing transportation and servicing the fleet, there are sea and river ports and piers, cargo areas (sections) for cargo and commercial operations, and cargo ports.

2.2 Sea and river ports

The main classification features of ports are;

a) appointment;

b) national economic importance;

c) geographical location;

d) annual duration of operation;

e) relation to the water level;

f) attitude to international trade.

By purpose, ports can be divided into transport, military, fishing and ports of refuge.

Transport ports intended for the transfer of goods and passengers from one mode of transport to another can be divided into general-purpose ports, in which a wide variety of cargoes are processed and passengers are transferred, and special ports, designed for the processing of any one cargo (coal, ore , oil, timber, etc.). As a rule, special ports have powerful high-performance transshipment devices that serve to process only one type of cargo.

In general ports, various cargoes are transshipped, and transshipment devices are more versatile. The largest domestic and foreign ports are general purpose ports.

Military ports or fleet bases are designed to serve the navy. They are characterized by the presence of large roads, pools for ship repair, special warehouses for military equipment and food. Extensive barracks are often located on the territory of a military port. For the defense of the port there are fortifications and other engineering structures.

Fishing ports, of which the fishing ports have received the most development, are equipped with refrigerator warehouses and include processing enterprises. Such ports, being the bases of the fishing fleet, have, as a rule, their own ship repair facilities.

Ports of refuge, as the name implies, are designed to provide shelter during a storm for ships that are not designed to withstand large waves. As a rule, natural bays and lagoons are used for ports of refuge, with a minimum amount of dredging in them to create raids.

In terms of national economic significance, the main classification feature of a port is the amount of work performed by the port.

By geographical location, ports are distinguished: river, reservoir, estuarine, coastal, lagoon and island.

River ports on free rivers, depending on their location on the river, are divided into channel ports, the entire water area of ​​which and the berthing front are located directly in the riverbed, and off-stream or submerged ones, in which the water area and the berthing front are in a natural backwater or in an artificial bucket; in the latter case, the port is called a bucket. Out-of-condition ports are usually also used for the winter stay of ships, and therefore they include ship repair yards.

Reservoir ports are located in the upper pools of reservoirs. Reservoir ports, as well as sea ports, have protective structures that protect roadsteads and moorings from waves. Such ports are also ports of refuge.

Estuary ports are characterized by the fact that sea and river waterways converge in them. Almost all the largest ports in the world (Leningrad, London, New York, Hamburg, Rotterdam, Antwerp, etc.) are located at the mouths of rivers. Port devices are located, as a rule, along the banks of the river or in pools dug in the shore. At the same time, ports tend to be located at some distance from the sea in order to avoid the construction of protective structures.

Coastal seaports are created on the open sea coast, and to protect their water areas and moorings from waves, protective structures have to be built. The length of these structures in ports on sandy coasts is measured in kilometers.

Lagoon ports are located in the depths of lagoons formed on sandy shores as a result of the deposition of natural spits separating the lagoons from the sea. Such ports do not need protection from waves, but have approach channels where it is necessary to maintain depths by removing sediment by dredging.

Island ports, as the name implies, are located on the islands and do not have a land connection with the coast. They are created for the transshipment of cargo from ships of one type to others or for the reception of ships that, due to the large draft, cannot approach the berths of the main port.

The country is experiencing a huge lack of sea port capacity, and at the same time, inland river transport has significant reserves in the carrying capacity of the fleet and the throughput of ports.

Today, inland navigation routes are more than 100,000 km long, with 700 navigable hydraulic structures. The priority direction for the development of the port economy, along with the strengthening of estuarine ports, is the development of ports located on inland waterways of the international classification, i.e. international transport corridors.

3 TECHNICAL SUPPORT OF THE AUTOMOBILE TRANSPORT PROCESS

Freight transport is constantly increasing its share in transportation, and today it accounts for 80% of the total amount of transported goods (5.4 billion tons). The number of cars is also increasing sharply, and at present the fleet of trucks is already 3 million units, the fleet of cars is 18 million.

In cities, motor transport carries out the bulk of freight traffic. This mode of transport is extremely flexible in terms of routes and schedules. Trucks are able to transport goods "from gate to gate", saving shippers from the need for unnecessary transportation.

Trucks are a cost-effective mode of transport for transporting high-value goods over short distances. In many cases, road transport rates are comparable to those of railroads, but trucks usually provide a more responsive service.

The material and technical base of road transport includes rolling stock, motor transport enterprises and roads.

3.1 Rolling stock

The rolling stock consists of cars, tractors, trailers and semi-trailers. All types of vehicles are divided into transport, used for the transport of goods and passengers, and special purpose.

Transport vehicles, in turn, are divided into 3 main categories: passenger cars, which include cars and buses; trucks - for the transportation of goods of various types and tractors that do not have their own cargo capacities and are intended for towing semi-trailers and trailers.

According to the constructive scheme, trucks are divided into single and road trains. Trucks are distinguished: especially light-duty (up to 0.5 tons) based on passenger cars, light-duty (0.5 to 2 tons), medium-duty (2 to 5 tons), heavy-duty (5 to 15 tons) and especially large load capacity (more than 15 tons).

According to the type of transportation, trucks and road trains are divided into two groups: universal, multi-purpose and specialized (tanks, vans, cement trucks, etc.).

Depending on the distance of transportation, cars are distinguished for local (within 50 km) and long-distance (intercity) transportation.

The expediency of using rolling stock of one type or another is determined by its operational and technical qualities and specific operating conditions. The operational and technical qualities of a car include its characteristics in terms of dimensions and weight, cross-country ability, stability, mobility, maneuverability and economy. In most cases, fuel consumption per 100 km of run is used as an indicator of efficiency.

3.2 Road transport companies

Motor transport enterprises are an integral part of the material and technical base of road transport. They carry out storage, maintenance and repair of rolling stock, as well as provide it with the necessary materials and spare parts.

According to their purpose, motor transport enterprises are divided into freight, passenger (cars and buses), mixed and special (ambulance, fire, public services, etc.).

According to the organization of production activities, ATP are divided into:

Complex, carrying out transport work

All types of maintenance (TO)

· Maintenance (TR) and storage of rolling stock;

· Cooperative, whose activities are carried out taking into account the centralization of transport work, as well as the centralization of "partial or complete" maintenance and TR work.

3.3 Highways

Highways are also part of the material and technical base of road transport. Currently, the length of public roads and departmental network in the country is about 956 thousand km, of which more than 200 thousand km are unpaved roads.

According to all specific indicators of the development of the road network, Russia is inferior to countries with a developed market economy in terms of density per unit area by 5–30 times, and per thousand inhabitants by 3–10 times. The network of main roads is especially poorly developed, which, having a length of about 5% of the total road network, provides about 50% of all road transport. Most highways have only two lanes. The length of roads with 4 or more lanes, even on the federal network, is only 2.2 thousand km, while the need, based on the volume of car traffic, is more than 12 thousand km. Many of the existing multi-lane roads do not meet the requirements of today's expressways. The condition of many main roads does not ensure the implementation of the transport and operational qualities of modern cars. More than a third of these roads require reconstruction with the reorganization of the plan and longitudinal profile parameters according to the standards of higher categories, about half require strengthening of pavements, more than 20% have insufficient evenness and roughness.

According to the technical conditions, the roads are divided into five categories depending on the traffic intensity. The availability and condition of roads determine the efficiency of the use of vehicles, their wear and tear, the cost of transportation and the productivity of the rolling stock.

The improvement of the road network creates economic prerequisites for reducing the cost of transportation by road transport, which in many cases is not a competitor, but a partner of railways, helping to attract new freight flows to them, including the expansion of multimodal transportation and, consequently, income growth.

Depending on the quality and technical equipment of roads, their capacity is determined. By capacity, roads are divided into five categories:

The higher the category of the road, the greater the flow of cars it passes and the more advanced it is technically. Depending on the intensity of traffic, the permitted speed of movement and the type of technical characteristics, roads are classified into one of five categories.

4 AIR TRANSPORT TECHNICAL SUPPORT

The geographical features of Russia, the role of remote regions in the economic life of the country determine the special role of aviation in the transport complex. Air transportation still accounts for a small part of the total cargo turnover, but this mode of transport is becoming increasingly important. Although air freight rates are much higher than rail or road rates, air transportation is ideal when speed is of the essence and/or when it is necessary to reach distant markets.

The use of air transport allows you to reduce the required level of inventory, reduce the number of warehouses, and reduce packaging costs. Among the most frequently delivered cargoes by air are perishable products (such as fresh fish, fresh flowers) and low-volume, high-value items (such as appliances, jewelry). According to the World Bank estimates, as "airworthy" cargoes are accepted at the FOB price for 1 pound of a mass of more than 10 dollars.

There are currently 756 airports in the Russian Federation. Their network covers all the main regions of the country and provides services for both domestic transportation and transport links between Russia and the countries of near and far abroad. The main volume of cargo flows is concentrated in 63 federal airports, which account for more than 70% of domestic air cargo, as well as more than 95% of international.

According to the concept of the state transport policy of the Russian Federation, the rational structure of the air transportation system assumes the presence of 5-8 federal airlines, 20-25 regional and 60-70 local ones. The total number of airlines in this case can be reduced to 100 - 110.

The material and technical base of air transport is made up of airlines with a fleet of aircraft, airports with a complex for the maintenance of aviation equipment and refueling complexes, enterprises of the air traffic management system.

The decrease in the volume of air transportation observed in recent years and, as a result of investments in the fixed assets of aviation enterprises and civil aviation organizations, has led to a lag in the development of the material and technical base of aviation infrastructure facilities from modern requirements.

Almost all airlines are characterized by the degradation of the aircraft fleet, most of the air carriers are economically insolvent, renting outdated aircraft for a short time and at dumping prices for non-scheduled charter flights.

The fleet of aircraft consists mainly of old aircraft and helicopters, which were produced from the 60s - 70s. For the most part, this aircraft is inefficient and uncompetitive, since it has a 1.5 - 2 times higher specific fuel consumption than foreign analogues.

4.1 Classification of air transport rolling stock

1. Devices lighter than air:

airships

· Balloons

balloons

gliders

2. Devices heavier than air:

2.1 aircraft

2.1.1. by way of takeoff and landing

ordinary

vertical

short

2.1.2. by appointment

cargo

cargo-passenger

passenger (subsonic, supersonic, hypersonic)

2.1.3 by engine type:

piston

turbine propeller

reactive

2.1.4. according to the conditions of basing:

land-based

seaplanes

2.2. helicopters

special

sports

sanitary

search and rescue

educational and training

agricultural, etc.

4.2 Airports and airfields

Aircraft take off and land on an airfield - a piece of land or water surface with buildings, structures and equipment located on it, intended for takeoff, landing, taxiing and parking of aircraft. Aerodromes are subdivided into civil aerodromes, state aviation aerodromes and experimental aviation aerodromes. Civil airfields are subject to state registration with the inclusion of data about them in the State Register of Civil Airfields of the Russian Federation only if there is a certificate (certificate) of validity. The maintenance of this register is entrusted to the authorized body in the field of civil aviation. Airfields of state aviation are subject to state registration with the inclusion of data about them in the State Register of airfields of state aviation of the Russian Federation. The maintenance of this register is assigned to the authorized body in the field of defense. Data on a civil aerodrome are excluded from the state register in the following cases: violation of the requirements for state registration of a civil aerodrome and requirements for ensuring its safe operation; based on the application of the person who registered the civil airfield. When the data on the aerodrome is excluded from the State Register, the operation of the aerodrome is suspended, the certificate of state registration of the aerodrome becomes invalid and is subject to return to the body that carries out the state registration of the aerodrome.

Airfields are:

basic;

Spare;

basic.

The airport is included in the broader concept of "airport". An airport is a transport company that receives and sends passengers, baggage, cargo and mail, organizes and maintains rolling stock flights. The airport is a complex engineering complex of structures, buildings, technical facilities and equipment, occupying up to several thousand hectares of territory.

Airports are divided by purpose into:

international;

· Republican;

local.

Depending on the annual volume of passenger transportation, airports are divided into 5 classes. Major airports in the world can serve up to several tens of millions of passengers per year.

The technical equipment of most Russian airports is at a low level. Of particular importance for determining the directions of modernization and reconstruction of ground infrastructure elements are refueling complexes and aviation technical bases, since their current state causes a decrease in the flight safety indicators of domestic airlines.

The existing Russian air traffic management (ATS) system also does not fully ensure compliance with international flight safety standards determined by ICAO recommendations, and is characterized by uneven coverage of the country's territory by the ATS network. As a result, Russia loses significant amounts due to the laying of international transit routes bypassing Russian airspace. In addition, the decrease in air traffic intensity in recent years has led to a relative increase in the cost of air navigation services in Russia compared to the world level: in the structure of expenses of Russian air carriers on international routes, air navigation services account for a little more than 3%, and on domestic airlines - almost 8%.

CONCLUSION

Transport satisfies one of the most important human needs - the need for movement. However, practically no mode of transport (except, perhaps, automobile, and even then not always) can independently provide a full cycle of travel according to the “door-to-door” or “home-to-home” scheme. Such movement is possible only with a clear interaction of individual parts of the transport complex.

The organization of the work of such a complex as a unified transport system of Russia is both a difficult task and an urgent need for the country's economy, which corresponds to the integration trends of the socio-economic development of mankind, the achievements of scientific and technological progress and the strategic interests of Russia. At the same time, the unity of the transport system of Russia should not mean its isolation from the routes of communication of neighboring states and territories, especially the CIS countries, the development and functioning of which for centuries has been carried out in a single complex.

A significant part of the logistics operations on the way of the material flow from the primary source of raw materials to the final consumer is carried out using various vehicles. It is of fundamental importance that transport enterprises are very willing to diversify their activities, transport, as an element of infrastructure, is increasingly taking on non-transport functions for the storage and distribution of products, freeing the consumer from marketing and distribution operations.

REFERENCES

1. Air Code of the Russian Federation: No. 60-FZ dated March 19, 1997. - As amended. dated 02.11.2004.-St. 40

2. Vinnikov V.V. Economics of the enterprise of maritime transport: Textbook for universities of water transport. - Odessa: Latstar, 2001. - 516 p.

3. Gorev A.E. Freight road transport. - M.: ASADEMA, 2004. - 402 p.

4. Gromov N.N., Panchenko T.A., Chudnovsky A.D. World transport system. - M.: Transport, 2003. - 456 p.

5. Gruzinov V.P., Gribov V.D. Enterprise economy. - M.: MIK, 1996. - 385 p.

6. Livshits V.N. Transport for 100 years / Russia in the surrounding world / V.N. Livshits. - M.: 2002.

7. Pelikh A.S. Industry economics. - Rostov n.D.: Phoenix, 2003. - 620 p.

8. Semin P.A., Muravkina E.V. 10th anniversary of the CIS: main results and prospects for the development of cooperation in transport // Bulletin of transport information. - No. 2. - 2002

9. Timoshenko E.V. Unified transport system. - M.: Os-89, 2004.

10. Enterprise Economics: Textbook / Ed. Prof. N. A. Safronova. - M.: "Jurist", 1998. - 584 p.

• “If the 17th century and the first half of the 18th century were the periods of the clock mechanism, and the second half of the 18th century and the 19th century were the steam engine, then the modern period is the age of communication and control devices”

• N. Wiener.

The purpose of the lesson:

• The purpose of the lesson:

• To form an idea of ​​the transport complex of the Arkhangelsk region. Determine its effect on nature.

• Transport is the "circulatory system" of the economy.

• Affects the location of sectors of the economy.

• Connects consumer and supplier.

• It is the basis of the geographical division of labor.

Railway

• Railway

• Automotive

• Water (river and sea)

• Aviation

• Pipeline

• Maritime transport plays a major role in foreign trade relations and servicing the coastal regions and islands of the Arctic. The main cargo ports are Onega, Mezen.

• The Arkhangelsk sea port, the oldest port in Russia, is of great importance. Its cargo turnover is of a universal nature (containers, ISO, bulk cargo, metal, cardboard, cellulose, oil and oil products). Currently, its capacity is used by less than 50%.

• Railways are represented by the following main lines: Arkhangelsk-Konosha-Vologda-Moscow, Kotlas-Konosha-Vologda, Arkhangelsk-Obozerskaya-Murmansk, Kotlas-Kirov, Arkhangelsk-Karpogory. The density of railways is 3 km. per thousand sq. km.

Road transport performs the main work on the internal transportation of goods and passengers. The Arkhangelsk-Moscow motorway (federal motorway M-8) is of great importance for the region's economy. The density of roads is 11.4 km. per thousand sq. km.

• The pipelines run in the area of ​​Kotlas, Arkhangelsk, Severodvinsk and are of transit importance.

• There are two large civil aviation airports in the Arkhangelsk region (both in Arkhangelsk) and several small ones (in Kotlas, on the Solovetsky Islands, etc.). There are many military airfields scattered throughout the region (including the spaceport in Plesetsk).

• Freight and passenger turnover - measured in ton-kilometers or passenger-kilometers

• Production of transport - transportation of goods and passengers.

• The most demanded in the transportation of goods - railway -50%

• In the transportation of passengers, road transport dominates - 95% of all passenger transportation.

• The most "dirty" car.

• A major environmental pollutant is road transport. The nature of the emitted harmful impurities depends on the type of engine, its power, mode of operation.