List of countries by length of road network. General condition of the territorial road network of Russia Countries with the largest length of roads

According to Rosavtodor, the length of federal roads at the beginning of 2008 was 48.8 thousand km, which is less than 5 percent of the total length of the country's road network, while federal roads account for more than 40 percent of all passenger and freight traffic. Including, the length of the main roads amounted to 30 thousand km. At the beginning of 2009, the length highways amounted to 939,700 km, of which common use- 754,483 km. Of these, 629,373 km were paved, including federal - 49,694 km, regional and municipal - 455,610 km, local - 124,068 km.

At the beginning of 2010, the length of public federal highways was 50,127 km, including 49,931 km of paved roads. With improved coverage - 44,927 km. The length of regional highways was 493,342 km, including 449,859 km with hard surface, 309,433 km with improved surface. The total length of roads in the Russian Federation as of January 2010 is 983.1 thousand km. At the beginning of 2011, the total length of motor roads in Russia increased by 2.1% and reached 1,004 thousand km.

Table 1
Length of roads in Russian Federation, total and by types, thousand km

Source. Rosstat data.

2) Since 2006 - including local roads.
3) Without small businesses.
4) Until 2006 - roads of the constituent entities of the Russian Federation.

Until 2003, inclusive, the length of motor roads in the Russian Federation practically did not change. Further, there was a downward trend: for 2003-2005. this indicator decreased by 4.5%. However, already in 2006 there was an 8% increase. In 2007, the growth in the length of roads continued, but in 2008, due to well-known reasons, there was a decline. In 2009, the quantitative increase turned out to be positive, although there were fewer roads built during this period than in 2008. The positive increase could have occurred due to the commissioning of completed roads started in previous years. In 2010, the total length of roads increased by 21,000 km.

Rice. 1. The total length of motor roads in the Russian Federation, divided into public and non-public roads according to the new classification, 2003-2011 (at the beginning of the year, thousand km)

The ratio of public and non-public roads in Russia cannot be called stable, as there is a steady upward trend in the share of public roads. Thus, if in 2002 this ratio was 1.9 times, then in 2010 it was 4.6.

Rice. 2. Length of public and non-public roads in the new classification, 2003-2011 (for the beginning of the year, %)

The ratio of paved public to non-public roads has also been increasing in recent years. In 2002, this indicator was equal to 2.5, in 2010 - 5.5.

Rice. 3. Length of public and non-public paved roads in the new classification, 2003-2011 (at the beginning of the year, thousand km)
Source. ABARUS Market Research according to Rosstat

However, the above figures show that although public roads are increasing in number, they are growing more at the expense of non-paved roads. If in 2002 the share of paved roads was 91.2%, then in 2010 it was almost 11% less (in the total volume of public roads).

Rice. 4. Share of roads with hard and non-hard surface in the total volume of public roads, 2003-2011 (for the beginning of the year, %)
Source. ABARUS Market Research according to Rosstat.

The length of federal roads practically did not change during 2002-2007. A significant increase in length in 2008-2010. connected with the inclusion in the federal network of highways "Vilyui", from St. Petersburg through Priozersk, Sortavala to Petrozavodsk, a number of other sections of roads of regional significance.

Rice. 5. Length of roads of local, regional, federal significance with hard surface in the new classification, 2003-2011 (at the beginning of the year, thousand km)
Source. ABARUS Market Research according to Rosstat.

The annual reduction in the length of roads of regional significance occurs in connection with the process of redistribution of roads of the constituent entities of the Russian Federation and municipalities, carried out in accordance with the principles of classification of roads, as well as due to the transfer of a number of regional roads to the federal network.

Rice. 6. The share of hard and soft pavements for federal and regional public roads at the beginning of 2011, %
Source. ABARUS Market Research according to Rosavtodor.

Improved pavement roads include roads with the following types of pavement: cement concrete, asphalt concrete, crushed stone and gravel treated with binders. Regional roads are provided with such roads to a lesser extent compared to federal ones.

Public roads are of low quality: 8.1% of roads are unpaved, almost a third of the roads have gravel, crushed stone and bridge coverage. Currently, 28.6% of rural settlements in the Russian Federation do not have hard-surfaced roads to connect with the public communications network.

According to the Ministry economic development due to the decline in industrial production and the depression in the construction sector, the volume of cargo transportation by road decreased in 2009 by 24%, and in 2010 by 0.1%. The decline also took place in the segments railway transport(17%) and inland transport (35.7%). In contrast, shipping by sea increased by 6.1%. From 2002 to 2008, about 7 billion tons of goods were transported annually by road transport. By 2010, cargo transportation has decreased to 5 billion tons of cargo.

Rice. 7. Transportation of goods by road, 1992-2011 (million tons)
Source. ABARUS Market Research according to Rosstat.

Cargo turnover by road repeats the dynamics of traffic volume: a high figure in 1992, a decline by 2000, a progressive, but more intensive growth by 2008. In 2009, a decline to the level of 2004 is observed. .8 billion ton-kilometers (106.9% against the level of 2009), including 199.4 (110.7%) automobiles1. In 2011, this figure increased to 229 billion ton-kilometres2.

Rice. 8. Freight turnover by road, 1992-2011 (billion ton-kilometers)
Source. ABARUS Market Research according to Rosstat.

In January-April 2012, the cargo turnover of transport, according to preliminary data, amounted to 1668.5 billion ton-kilometers, including railway - 736.6 billion, road - 70.8 billion, sea - 18.7 billion. , internal water - 2.7 billion, air - 1.6 billion, pipeline - 838.1 billion ton-kilometers.

In commercial cargo turnover (tons per kilometer), except for pipelines, rail transport is in the lead. But in the total volume of cargo transportation, road transport is ahead of it. At the same time, the freight turnover of vehicles, although slowly, is also growing.

Passenger transportation by road has a negative trend: if in 1995 the volume of passenger transportation by bus was 22.8 billion people, then in 2009 it was only 11.3 billion people. (twice smaller). The volume of transportation by taxi transport has decreased by almost 10 times. This is due to the active reorientation of the population from passengers of commercial vehicles to individual car owners.

The car park of the Russian Federation increased by the beginning of 2012 to 35 million cars, the forecast for 2015 is 48-49 million. The number of cars per thousand inhabitants in last years is actively growing. Many families have several cars, all this creates a load on the roads.

The provision of roads per thousand inhabitants in the Russian Federation is also increasing, but much more slowly than the provision of cars. The official data on the length of public roads are given here, the low volume before 2005 is due to the peculiarities of statistical accounting of roads, and not to their sharp increase after 2006.

It should be noted that the share of the federal network operating in overload mode increased from 12,349 to 13,379 km (8%) instead of the planned 14,898 km.

The state of the road economy in Russia

The situation in the Russian road sector has only worsened in recent years, despite the positive quantitative increases in the length of roads, which are reported annually by official statistics, as well as the constant growth of funding.

Indeed, over the past ten years (from 2001 to 2011), the total length of roads in Russia has increased by less than 125,000 km (i.e., by 13-14%). But if in 2009 about 40% of federal highways met the regulatory requirements for transport and operational indicators, then by the end of 2011, the share of such roads, according to Avtodor's expectations, should have been only 33%. Judging by the fact that, as of June 2012, officials are in no hurry to report on achievements, the goal was not achieved. It should be noted that the length of the federal roads themselves has changed little over the specified period, having increased from only 47 to 50 thousand km, and has remained unchanged for the past four years.

But the share of public roads is actively increasing - the growth was 42% for the period from 2006 to 2011 - from 581 thousand km to 825 thousand km. But it would be more correct to call this growth fictitious, since the mileage is mainly growing not due to new construction (no more than 2.5-3 thousand km of roads are built in the country annually), but due to the transfer of existing roads from one official category to another. In this case, new public roads are regularly “cut out” from non-public roads, the “non-communality” of which in most cases is difficult to fit into clear criteria.

At the same time, the content of the FTP "Development of the transport system of Russia for 2010-2015." promises that by 2015 the share of the length of public roads of federal importance that meet the regulatory requirements for transport and operational indicators will be 27.18 thousand km, that is, it will approach 50% compared to the current 33%. It is not clear how the authors of the program are going to achieve this, because in the last 5 years the quantitative increase in the roadbed in Russia has been replenished by poor quality roads (in the language of road builders - without a hard surface). If in 2002 the share of unpaved roads was 8.8%, then at the beginning of 2011 it was already 19.4% (in the total volume of public roads), that is, it has more than doubled and is now almost 1/5 length of all Russian roads.

It is worth recalling that the truck fleet has grown by more than 10% in five years, and the passenger car fleet has grown by more than 30%. And the potential of the Russian automotive market will allow it to grow at a no less active pace in the coming years. And this means that the load on the roads will continue to grow.

In order to improve the quality of the most actively exploited roads to an acceptable level, Russia needs to build and reconstruct at least 2.5 thousand km of federal roads annually, and not 0.8-1.2 thousand km per year, as it is now. But it is not easy to find the necessary funds for the implementation of this plan, especially in conditions when the importance of this or that construction in Russia is determined not so much by economic as by political reasons.

In 2011, the planned costs for road construction provided by the Program for 2010-2015 were adjusted, as a result of which the financing of road construction projects in the European part of the country, such as M-5 Ural, M-6 Caspian, M-7 Volga, M-9 Baltic ” and some others, was quite significantly reduced (by 2-3 times). AT positive side increased funding for strategic construction projects in the south - M-27 "Dzhugba", M-29 "Caucasus", in the north and west - M-8 "Kholmogory", M-10 "Scandinavia", M-11 "Narva", as well as remote Baikal routes and M-56 Lena-Kolyma.

In 2011, most of the objects of the Federal Target Program were long-term construction - during the year, sections that were not completed in 2010 continued to be financed. In some cases, less funds were allocated for them than in the previous year, but in most cases, the amounts increased.

The activity of the largest road construction companies in Russia also shows that they need more time to complete the objects under construction and construction. Almost 70% of all facilities that were supposed to be commissioned in 2011, according to the plan, continue to be in operation in 2012. This also applies to market leaders such as OJSC Mostotrest, OJSC Transstroy and other companies.

The general conclusion is that infrastructure facilities in Russia are built slowly, with a large number of amendments and changes made in the course of work, which, as a rule, changes the estimate upwards as a result. Annual expense for current and overhaul of Russian roads in terms of one kilometer is from 27 thousand to 55 thousand dollars.

But with the growth of financial injections, quality assurance does not grow. Problems do not bypass even those objects to which the attention of the state is riveted. Thus, in 2011, a new 5.4 km route leading to the Skolkovo Innovation Center, built for 6 billion rubles modern technologies, just a year later, it was covered with cracks and already required repair. In June 2012, a few months before the start of the APEC Summit in Primorye, the Sedanka-Patrokl highway (the road that will connect Vladivostok Airport with the bridge to Russky Island) was washed out due to a drainage system not built by the contractor.

1 Statistical review of the Russian Federation for 2010
2 Statistical review of the Russian Federation for 2011

Length and density of roads

The Russian Federation is characterized by a low density of roads, which is:

67 km per 1000 km 2 of the country's territory;

8 km per 1000 inhabitants.

At the same time, the density of roads per 1000 km of the country's territory is 1800-1830 km in France and Germany, 1070-1175 km in Lithuania, Latvia, Estonia, Poland, India, 670 km in the USA, i.e. 10-25 km. times more than in the Russian Federation. In Russia, the length of roads with a hard surface of 1000 km of territory is 20 times lower than in Europe, and 10 times lower than in Canada. In terms of road density per 1000 inhabitants, Russia is 2-3 times inferior to the USA, France, Sweden, Finland and other countries.

According to Rosavtodor, the total length of the network of public roads of federal, regional and local significance of the Russian Federation (that is, roads located in state property) in the new classification for 2006 is estimated at 1145 thousand km.

In 2007, according to Rosstat, the length of public roads in the new classification in Russia was 746,000 km. Of these, with a hard surface - 623 thousand km. The territory of the Russian Federation is crossed by 34 road routes of the European and Asian network of international highways with a total length of 32,000 km.

The length of federal roads at the beginning of 2008 amounted to 48.8 thousand kilometers, which is less than 5% of the total length of the country's road network, while federal roads accounted for more than 40 percent of all passenger and freight traffic. By the end of 2008, about 350 km of new roads had been built and 5,000 existing roads had been repaired. The length of the public road network is growing slowly: in accordance with the federal target program "Modernization of the transport system of Russia (2002-2010)" by 2010, the density of roads per 1,000 inhabitants will practically remain at the 2006 level. At the same time, the level of motorization of the country will grow by one and a half times.

Rice. one.

Source. According to Federal Service state statistics of the Russian Federation (Rosstat).

Rice. 2.

Source. Rosavtodor.

Road of the 1st category - a road with a traffic intensity of more than 7,000 vehicles per day, a basic design speed of 150 km / h, an improved capital surface, the number of lanes - 4 or more.

Category 2 road - a motor road with a traffic intensity of 3000-7000 vehicles per day, a basic design speed of 120 km / h, an improved capital surface, the number of lanes - 2.

Category 3 road - a road with a traffic intensity of 1000-3000 vehicles per day, a basic design speed of 100 km / h, an improved light coverage, the number of lanes - 2.

Category 4 road - a road with a traffic intensity of 200-1000 vehicles per day, a basic design speed of 80 km / h, an improved light or transitional pavement, the number of lanes - 2.

Category 5 road - a motor road with a traffic intensity of less than 200 vehicles per day, a basic design speed of 60 km / h, a transitional or lower pavement, the number of lanes - 1.

General condition of the territorial road network of Russia

The general condition of the territorial road network of Russia, according to Rosavtodor, is characterized by the following negative aspects:

The length of sections of territorial roads that do not meet the regulatory requirements for transport and operational condition is more than 76% of the total length of the network;

The lack of hard-surfaced access roads to small rural settlements causes additional costs for transportation on dirt roads, which are 3-4 times higher than on roads with a better surface - the length of dirt roads is about 220 thousand km, traffic on these roads is difficult in the autumn-spring period, which causes significant losses for agricultural enterprises;

About 50,000 settlements do not have year-round communication via paved roads, which leads to stagnation in production and outflow of the population.

Conquering kilometers of roads is an exciting experience. Especially if the track has a modern surface and allows you to drive along the longest route without interference.

Today we offer the Top 10, which included longest highways in the world. Each of them is of particular importance for those countries through whose territory it runs.

10. Highway NH010, China

In terms of the total length of the road network, China ranks second in the world after the United States. The length of the main National Highway 010 is 5,700 km. The route starts in the north-east of the continental part of the country, and ends on the island of Hainan, where the cars are transported by ferry.

9. Track in the Tarim Desert, China

This highway is the longest road in the desert. The road is important for oil producers, who a few years ago began to develop a large oil and gas field in the desert.

8. Interstate 90, USA

The American road network is the longest and most extensive on the planet. Interstate 90 starts at the Canadian border and ends in Boston. It is noteworthy that the highway passes through the world's longest pontoon bridge. Most of the highway is tolled.

7. US Route 20, USA

The longest track in the US has a length of 5,500 km. The road connects the East Coast of the United States with the West. US Route 20 passes through the main national park Yellowstone.

6. Karakoram Highway, Pakistan-China

The route almost completely repeats the route of the ancient Great Silk Road. Highway is the highest in the world. Due to the dangers lurking in the sheer cliffs, nearly 1,000 workers died while building the road.

5. Trans-Siberian Highway, Russia

On official maps, such a highway simply does not exist. However, if we combine several routes from the Baltic to the Sea of ​​Japan into a single whole, we get a single federal road with a length of 11,000 km.

4. Trans-Canada Highway, Canada

This highway connects 10 Canadian provinces. The length of the route is 8030 km. Having traveled the entire route, you can get from the coast Pacific Ocean right on the Atlantic coast. The road has been under construction for over 20 years.

3. Highway 1, Australia

Australia's main state highway stretches for a record 14,500 km. The route does not go deep into the continent, but all the time stretches along the coast. More than a million vehicles pass through Highway 1 daily.

2. Highway AH1, Japan - Turkey

Asian Highway No. 1 is a special UN project that has received billions of dollars. The length of the route connecting Japan, both Koreas, Vietnam, Cambodia, Burma, India, Bangladesh, Thailand, Iran, Pakistan and Turkey is 20,557 km. Today, cars are transported from the Japanese part of the highway to the mainland by ferry, but a project for an underwater tunnel is being developed.

1. Pan American Highway, North and South America

The longest highway in the world is listed in the Guinness Book of Records. The length of the road is 48,000 km, it passes through the territory of 15 states. Construction of the Pan-American Highway began in 1889. It is noteworthy that on the official maps of the United States and Canada there is no route called the "Pan American Highway", although in fact the road passes through the territory of these countries.

The entire history of road transport fits within the framework of one 20th century, during which, figuratively speaking, it survived both its “antiquity”, and the “Middle Ages”, and the “new” and “recent” times. Nowadays, it plays a particularly important role in the communications system of cities, regions, countries, and even entire regions. Although road transport serves primarily national transport, its participation in the international transport of goods and passengers is also growing, both independently and in cooperation with other modes of transport. Hence its influence not only on national, but also on world economy. The advent of the "automobile era" is largely due to the fact that the car is one of the most convenient and economical types of Vehicle. Along with all this, it must be borne in mind that it is road transport that is particularly sensitive to changes in demand, which depend on the state of the economy, and on the income of the population, and on the pace and level of urbanization, and even more so suburbanization, etc.

One of the most important indicators used to characterize this type of transport is the length of roads. Although recently the world's road network has not been growing as fast as before, it is undergoing major qualitative changes. So, back in 1950, the share of paved roads in the total length of roads was 1/2, and today it is more than 9/10, and more than half of these roads are improved. In addition, more and more freeways appear among them, which were first built in the USA in 1914, in Germany in 1921, in Italy in 1924, and now are already in many developed and developing countries.

The distribution of the length of roads between the leading countries is shown in table 143.

Analysis of table 143 allows us to draw the following conclusions. First, 85% of the world's highways are concentrated in the 20 countries listed in it. Secondly, the top twenty countries include six countries of foreign Asia, six countries foreign Europe, two countries in North and three countries in Latin America, one country in Africa, Australia and Russia. Thirdly, the United States, with 20% of the world's road network, is ahead of all other countries by a wide margin.

Along with the length of motor roads, the indicator of the density (density) of their network is also of great interest, which varies even more. The priority for this indicator belongs to relatively small European countries and Japan. Thus, in Belgium the density of the road network is 4800 km per 1000 km2 of territory, in Japan - 3100, in the Netherlands - 3050, in Germany and France - 1800 km per 1000 km2. And in the giant countries, which is quite natural, this figure is much lower: in the USA it is 700 km per 1000 km2 of territory, in Brazil - 230, in Canada and Australia - 90-100, in Russia - 34, in China - 200 km per 1000 km2.

Table 143

TOP TWENTY COUNTRIES BY ROAD EXTENSION IN 2005

And the most low rates the density of the road network - in the countries of Tropical Africa.

Table 144

THE TOP TEN COUNTRIES IN TERMS OF CARGO TRANSPORT TURNOVER IN THE BEGINNING OF THE XXI CENTURY

Table 145 COUNTRIES OF THE WORLD WITH A VEHICLE PARK OF MORE THAN 10 MILLION VEHICLES IN 2005

To assess the performance of road transport, as well as rail, usually use indicators of freight and passenger traffic. The world freight turnover of this type of transport in 2005 amounted to 3600 billion tons/km, i.e., it was somewhat less than the freight turnover of rail transport. In terms of passenger traffic (11,000-12,000 billion passenger-kilometres), it held an uncompetitive first place. The fact that the main role in the cargo turnover of road transport is played mainly by the countries of the "big seven" of the West is evidenced by the data shown in Table 144.

But, perhaps, the most complete picture of road transport both around the world and in individual countries can be given by information about the size of the car park, which during the 20th century. grew very quickly. Before the start of World War I, the world fleet consisted of approximately 350 thousand cars, before the start of World War II - 46 million, in 1950 - 50 million, and in 1975 - already 300 million. The milestone of 500 million cars was overcome in 1987 in 1997, and 600 million in 1997. In 2007, the global fleet reached 800 million vehicles. Most of this fleet is made up of cars.

Between individual, even leading countries, the car park is distributed very unevenly, as evidenced by the data in Table 145.

The data in Table 145 very clearly reflect some of the regularities of the modern world economy. The first six places in terms of the size of the car park are occupied by the great powers of the Western world. The top three countries in this indicator are China, Brazil and Mexico, as well as Russia, Canada, Australia and three less major countries– Spain, Poland and the Republic of Korea. By the way, when evaluating the role of the United States as a country that tops the list of leaders, one must still keep in mind that now its share in the world car fleet is less than 1/3, while at the turn of the 50s and 60s. 20th century it reached 2/3.

Of course, by the size of the car park, one can also judge the level of motorization. But still it is more correct to measure this level with the help of other indicators. It is usually estimated using the number of private cars per 1000 inhabitants. It is highest in countries Western Europe, in the USA, Canada, Australia and New Zealand (Fig. 106). It turns out that on average in Western Europe there are from 300 to 600 per thousand inhabitants, in the USA - 675, in Canada - 570, in Japan - 470, in Australia - 520 and in New Zealand - 630 cars.

Rice. 106. Countries with the highest levels of motorization

From other countries of the world, the level of motorization is very high in some small states, mainly oil exporters (in Brunei there are 575 cars per 1000 inhabitants, in Kuwait - 360, in Bahrain - 240, in Qatar - 220), as well as others (in Lebanon - 320 , in Cyprus - 750). And the lowest rates in the world are in the least developed African and Asian countries: in the Central African Republic, Somalia and Tanzania - 0.1, in Mozambique - 0.3, in Bangladesh - 0.5, in Myanmar - 0.8, in Ethiopia and Tanzania - 0.9 cars per 1000 inhabitants. It turns out that between the leading countries and the outsider countries in terms of the level of motorization, a huge distance has indeed arisen.

To characterize the level of motorization, another, perhaps even more illustrative indicator is used - the number of people per passenger car on average. For the USA it is 2, for Canada, Germany, France, Great Britain, Japan - from 2 to 3, for Brazil - 8, for India - 130, and for China - 80 people.

In terms of the development of road transport, Russia lags far behind the level of Western countries. First of all, this refers to the infamous Russian roads, which, both in length and especially in quality, are inferior to the roads of a number of foreign countries: 1/3 of its roads have gravel, crushed stone or cobblestones, and 1/10 are dirt roads. Road density (34 km per 1000 km2) in Russia is much lower than in any other European country. In terms of the size of the car park, Russia ranks only seventh in the world. As for the level of motorization, even if this indicator has recently increased from 60 to more than 180 cars per 1,000 inhabitants, it still remains noticeably lower than, say, in Poland, Hungary or Bulgaria. In addition, this car park is distributed extremely unevenly among the constituent entities of the Russian Federation. Most of all personal cars belong to residents of Moscow and the Moscow region, Kaliningrad region, Khanty-Mansi Autonomous Okrug and regions Far East(thanks to the purchase of used Japanese cars), and least of all - among the inhabitants of the European North, the Center, the Volga-Vyatka and Ural regions, Eastern Siberia.

Types of transport and their indicators

When developing transport service strategies, it is necessary to rely on the analysis of cargo flows in this direction and on the methods of transportation, cargo devices and vehicles at the disposal of persons and companies involved in transport transportation.

This requires an appropriate classification of transported goods and vehicles of processes.

There are five main types of transport: rail, water (sea and river), road, air and pipeline.

Comparative evaluation of performance indicators for various kinds transport from the user's point of view is shown in Table 1.

Table 1 - Comparison of different modes of transport

Railway transport. Provides economical transport of large loads, while offering a range of additional services owing to which he occupied an almost monopoly position in the transport market.

And only the rapid development of road transport in the 70-90s. 20th century led to a reduction in its relative share in the total transport income and total freight turnover.

Meaning railways is still determined by their ability to efficiently and relatively cheaply transport large volumes of goods over long distances. Rail transportation is characterized by high fixed costs due to the high cost of rail tracks, rolling stock, marshalling yards and depots.

At the same time, the variable part of the costs on railways is small.

The main part of the freight turnover is given to the railroads by the export of mineral raw materials (coal, ore, etc.) from sources of production located far from waterways.

At the same time, the ratio of fixed and variable costs in rail transport is such that it still benefits from long-distance transportation.

More recently, there has been a trend towards the specialization of rail transport, which is associated with the desire to improve the quality of the services they provide. This is how three-tier platforms for transporting cars, two-tier container platforms, articulated cars, and special-purpose trains appeared.

A special purpose train is a freight train, all of whose wagons are designed to transport one type of product, such as coal.

The total length of the roads of the countries of the world.

Such trains are more economical and faster than traditional mixed trains, because they can go straight to their destination, bypassing marshalling yards. The articulated wagons have an extended undercarriage that can accommodate up to 10 containers in one flexible coupler, which reduces wagon load and shortens the time required for transshipment.

Double-deck container platforms, as the name suggests, can be loaded with containers on two levels, doubling the capacity of the rolling stock. Such technical solutions help railways to reduce the freight load of wagons, increase the carrying capacity of trains and facilitate loading and unloading processes.

Water transport. Here, the division into deep-sea (ocean, sea) navigation and inland (river) navigation is accepted.

The main advantage of water transport is the ability to transport very large cargoes. In this case, two types of vessels are used: deep-sea and diesel barges.

The main disadvantages of water transport are limited functionality and low speed.

The reason is that railroads or trucks have to be used to transport goods to and from ports, unless both the origin and destination are located on the same waterway. Water transport, thus characterized by a large carrying capacity and low variable costs, is beneficial to those shippers for whom low transport rates are important, and the speed of delivery is of secondary importance.

Typical cargoes for transportation by inland waterways are ore, minerals, cement, grain and some other agricultural products.

The possibilities of transport are limited not only by their connection to navigable rivers and canals, but also by the dependence on the capacities for loading and unloading and storage of such bulk cargoes, as well as by the growing competition from the railways serving the parallel lines.

In the future, the importance of water transport for logistics will not decrease, as slow river boats can serve as a kind of mobile warehouse if properly integrated into the overall logistics system.

Automobile transport.

The main reasons for the active use of vehicles in logistics systems were the inherent flexibility of delivery and the high speed of intercity transportation.

Motor transport is distinguished from railways by relatively small investments in terminal equipment (loading and unloading facilities) and the use of public roads. However, in motor transport, the amount of variable costs (wages of drivers, fuel, tires and repairs) per 1 km of track is large, while fixed costs (overheads, depreciation vehicles) are small.

Therefore, unlike rail transport, it is best for transporting small consignments of goods over short distances. This determines the areas of use of vehicles - processing industry, trade, etc.

Despite certain problems in the road transport industry (increased costs for the replacement and maintenance of equipment, for the remuneration of drivers, loaders and repairmen), in the foreseeable future, it is road transport that will retain a central position in meeting the transport needs of logistics.

Air Transport.

Cargo aviation is the newest and least demanded form of transport. Its main advantage is the speed of delivery, the main disadvantage is the high cost of transportation, which is sometimes offset by the speed of delivery, which makes it possible to abandon other elements of the structure of logistics costs associated with the maintenance of warehouses and stocks.

Although the range of air transport is not limited, it still accounts for less than 1% of all intercity freight traffic (expressed in ton-miles). Capabilities air transport constrained by the carrying and carrying capacity of aircraft, as well as their limited availability.

Traditionally, long-distance freight traffic has relied heavily on passing passenger flights, which has been beneficial and economical, but has resulted in a loss of flexibility and a delay in technical development.

Jet liner charter is expensive and the demand for such flights is not regular, so the fleet of planes that carry out exclusively cargo transportation is very small.

Air transport has lower fixed costs than rail, water or pipelines. The fixed costs of air transport include the cost of purchasing aircraft and, if necessary, special equipment cargo handling and containers.

Variable costs include kerosene, aircraft maintenance, and flight and ground personnel.

Since airports require very large open spaces, air transport is generally not integrated with other modes of transport, with the exception of road transport.

Air transport transports a variety of goods.

The main feature of this type of transport is that it is used to deliver goods mainly in case of emergency, and not on a regular basis. Thus, the main cargoes transported by air are either high-value or perishable goods when high fare justified. Potential objects of air cargo transportation are also such traditional products for logistics operations as assembly parts and components, goods sold by postal catalogs.

Pipeline transport.

Pipelines are an important part of the transportation system and are mainly intended for the transfer of crude oil and liquid petroleum products, natural gas, liquid chemicals and dry bulk products converted into an aqueous suspension (cement).

This type of transport is unique: it operates around the clock, seven days a week, with a break only for the change of pumped products and maintenance.

Pipelines have the highest proportion of fixed costs and the lowest variable costs. The level of fixed costs is high, since the costs of laying pipelines, maintaining the rights-of-way, building pumping stations and establishing a pipeline management system are very high.

But the fact that pipelines can operate with little or no human intervention determines the low level of variable costs. The obvious disadvantages of pipelines are the lack of flexibility and the limitation of their use to transport only liquid, gaseous and soluble substances or suspensions.

Table 2 shows the structure of fixed and variable costs for each mode of transport.

Table 2 - Structure of costs of different modes of transport

Table 3 compares them in terms of speed, availability, reliability, load capacity and frequency of use.

Table 3 - Relative characteristics of modes of transport

Speed ​​is determined by the time it takes to travel a certain distance.

The fastest of all is air transport. Accessibility is the ability of transport to provide a link between any two geographic locations. Road transport is the most accessible, as trucks can pick up cargo directly at the point of departure and deliver it directly to the destination.

The reliability indicator reflects potential deviations from the expected or established delivery schedule. Since pipelines operate around the clock and are not afraid of either the weather or overload, they are the most reliable mode of transport. Carrying capacity characterizes the ability to carry goods of any weight and volume. On this basis, the highest rating belongs to water transport.

Frequency is the number of transportations (transportations) in the schedule. Since the pipelines operate in a continuous mode, they also occupy the first place here.

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Roads of different countries

Transport is the third main branch of the economy. All communication routes, transport enterprises and vehicles are combined into a global transport system.

Land transport includes railways, roads and pipelines.

Total length of roads in the world - 25 million km. In terms of the length of highways, the United States occupies the leading place, in terms of the density of roads - Western Europe and Japan.

Total length of railways- 1 million 180 thousand

km. In terms of the length of railways, the United States ranks first, in terms of the density of roads - Western Europe. In the total freight turnover, the share of the railway is 15%.

To the share of pipeline transport(transports oil, gas), accounts for 10% of cargo turnover. Pipelines with a length of 4.5-5 thousand km are located in Russia, the USA, and Canada.

For maritime transport accounts for 80% of international traffic.

Leading countries in maritime transport: Panama, Liberia, Greece, Cyprus.

Oil and oil products occupy the leading places in the world's cargo turnover, while the volumes of iron ore, coal, grain, and wood are increasing. Therefore, the number of specialized vessels, especially tankers, is increasing.

Air Transport- the most expensive and intensively developing mode of transport.

It is becoming increasingly important, primarily in the transportation of passengers and perishable products (fruits and vegetables).

The largest airports in the world: O Haara (Chicago), Heathrow (London), Haneda (Tokyo).

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Road transport in Russia

Road transport, a mode of transport that transports goods and passengers on trackless tracks. The main areas of the ever-expanding expedient use of road transport are the delivery and delivery of goods to the main modes of transport, the transportation of industrial and agricultural goods over short distances, intracity transportation, and the transportation of goods for trade and construction.

Over long distances, road transport transports perishable, especially valuable, requiring fast delivery, inconvenient for reloading by other modes of transport goods.

Today, no sector of the economy can operate without road transport.

The concentration of cars in large transport enterprises made it possible not only to increase the share of road transport in transportation, but also to constantly improve the transport process, introduce progressive methods of transportation (centralized according to the system of traction "shoulders", widespread use of containers, pallets, etc.).

etc.), improve forwarding services, reduce irrational transportation, organize direct transportation of goods from the manufacturer to the consumer.

Road transport accounts for more than 80% of the total amount of transported goods. In connection with the disaggregation of enterprises, the expansion of the network of inter-production relations, but the decrease in the volume of consignments of transported goods, the role of the car as the most mobile and affordable vehicle increases.

Since cars carry goods, compared to other modes of transport, over short distances, then specific gravity The freight turnover by road transport in Russia remains only 7% of the total freight turnover of the country, while in foreign countries this figure reaches 75%.

The development of road freight transportation in Russia is constrained by various factors, in particular, the underdeveloped network of roads and their low performance.
Nevertheless, the car park is constantly growing and replenished with vehicles of both domestic and foreign production.

The change in the economic conditions of the country's development causes the need to revise the structure of the car park, reduce operating costs and give road transport higher consumer qualities.

The scope of vehicles is wide. It performs most of the short intra-regional transportation, delivers goods to railway stations and river piers and delivers them to consumers. In the northern and eastern regions, where there are almost no other types of land transport, they carry out long-distance inter-regional transportation.

Approximately 17 million passengers are transported daily by road.

tons of cargo and more than 62 million passengers. Compared to the same indicator of railway transport, this is almost 6 times more in terms of freight traffic and 17 times more in terms of passenger traffic.
More than 97% of all licensed subjects of transport activity are concentrated in road transport. About half a million business entities are currently employed in the field of commercial and non-commercial road transport.

Their activities take place in conditions of fairly high intra-industry and interspecific competition.

The automotive industry is one of the key sectors of the Russian economy. In 2000, the industry's enterprises produced products worth almost 200 billion rubles (8.7% of the volume of industrial production in Russia). The share of the industry in the total volume of engineering products was about 33%, in federal budget revenues - about 4.5%. In 2001, the use of production capacities (excluding assembly plants) amounted to trucks 38%, for cars - 78.7%, for buses - 77.1%.

The main areas of location and the importance of the leading highways of Russia

The road network is the most important component of the transport infrastructure.

Its efficient functioning and sustainable development are necessary condition transition to economic growth, raising the standard of living of the population.

In the context of structural restructuring of the country's economy, the expansion and deepening of international cooperation is of great importance.

This contributes to the integration of the national transport complex into the global and European transport system, the achievement of higher organizational, technical and socio-economic results of all types of transport, including road transport.

Russia's geopolitical position between two dynamically developing world centers of business activity - Europe and Asia - predetermines its special, key role in ensuring Eurasian ties.

To meet the needs of the economy in transportation, including, in a very significant part of them - international, work is underway to develop international roads and transport corridors that serve, in addition to interregional and intra-regional transportation, transportation between Europe and Asia.

One of the prerequisites for the formation of new transit highways of continental importance is the trans-European transport network that has developed within the framework of the European Union, based on the principle of integrating various modes of transport into a multimodal transport system.

Entry of the countries of Central and of Eastern Europe in the EU contributes to the promotion of European standards of communications to the East and the expansion of transport links with the countries of Central Asia and the Caucasus and the entire Asian continent.

To date, three out of ten pan-European transport corridors pass through the territory of Russia.

In addition, the main Euro-Asian corridors "North-South" and "Transsib" pass through the territory of Russia within the framework of the system of Euro-Asian corridors, recorded in the Declaration of the Second International Euro-Asian Conference on Transport (St. Petersburg, September 2000), as well as a number of additional routes , expanding the coverage areas of the corridors and increasing their efficiency due to a more complete coverage of international correspondence. Corridor routes are laid across the territory of 72 constituent entities of the Russian Federation of all federal districts.

The transport, trade and political significance of them and of Russia as a whole is continuously growing. There is a constant increase in imports of means of production from Western Europe and exports of raw materials and semi-finished products from Russia. Only the North-West region has 94 checkpoints for crossing the border.

The road network is characterized by a radial arrangement with centers at major cities and industrial sites.

The main inter-district routes run parallel to the railways.

General characteristics of the world transport system

Highways that radiate from Moscow in 12 directions are of the greatest importance. The main ones are: Moscow - Novgorod - St. Petersburg; Moscow - Smolensk - Minsk; Moscow - Simferopol; Moscow - Nizhny Novgorod and others.

All radial roads of Moscow are crossed by the Moscow Ring Road, built 15-20 km from the center to unload the city. Major road junctions are St. Petersburg, Chelyabinsk, Nizhny Novgorod.
An important role in the European part of Russia is played by the motorways St. Petersburg - Petrozavodsk - Murmansk; Rostov-on-Don - Krasnodar - Novorossiysk; Rostov-on-Don - Armavir - Grozny; Rostov-on-Don - Volgograd; Yekaterinburg - Chelyabinsk, etc.

In Siberia and the Far East, motor roads in some directions serve as the main means of communication.

The most important of them are the Amur-Yakutskaya highway, the Kolyma highway, the Chuisky tract. The Khabarovsk-Vladivostok highway runs in the southern part of the Far East.

The increase in the share of Russian road carriers in the transportation of export-import cargoes became possible thanks to such measures as:
reduction of customs duties and extension of the period of temporary importation of imported rolling stock for international traffic;
abolition of VAT on the transportation of imported goods;
introduction of a permit system for carriers of those countries that previously worked on a permit-free basis;
a significant reduction in the quota for foreign carriers for transportation to and from third countries;
strengthening control over the work of foreign road carriers in Russia.

The application of protective measures made it possible to limit the participation of third-country carriers on Russian market transport services.

In particular, restrictions have been introduced on the use by Belarusian carriers of Russian permits for the delivery of goods to certain countries (Austria, Belgium, Germany, etc.).

The special role of highways is that they, to a greater extent than other means of communication, provide for the transportation of passengers for labor, cultural, social, administrative and other purposes.

Bringing paved roads to each settlement, necessary for social reasons, is at the same time an indispensable condition for eliminating economic losses from impassability. This principle should be considered as one of the main ones in the development of the public road network. Therefore, the problem of developing the road network in Russia also includes the task of significantly increasing the length of paved roads (according to some estimates, up to a twofold level).

Road transport is widely used both for intra-production (technological) transportation, and for the delivery of goods from production points to product consumption points.

Therefore, construction cargoes (including bricks and cement), overburden rocks and soil, grain cargoes, ferrous metals, timber cargoes, and consumer goods are of primary importance in the structure of transportation.

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Air transport is the most expensive mode of transport

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Raise economic efficiency air transport is a constant concern for all airlines in the world. Unfortunately, due to objective conditions, transport services civil aviation steadily remain the most expensive in comparison with the services of any other types of land or water transport.

The main reason for the high cost of civil aviation services is the need for aviation science to spend complex research and development work on the design and construction of new types of aircraft, as well as to perform complex and diverse test flights and labor-intensive finishing work.

To conduct research and testing at the modern level requires the availability of expensive and complex special scientific and technical equipment. infrastructure - the largest modern institutes with wind tunnels, numerous bench and other special installations, well-equipped test airfields with a set of complex and specialized flying laboratories.

Sometimes it is necessary to create and test simplified analogue aircraft. So, for example, it was during the development of the supersonic Tu-144, when its small analogue was initially investigated in flights; converted from a serial high-speed fighter.

Because of the need to spend huge amounts of money for the construction of the latest aircraft, in particular wide-body and supersonic transport aircraft.

In addition, the highest quality and most expensive materials are used to build modern aircraft, their engines and complex communications and air navigation equipment.

As a result, it turns out that the mass of even a mass-produced modern aircraft is commensurate with gold in terms of cost.

It is known, for example, that 1 kg of an aircraft structure costs about $1,000, while the cost of 1 kg of the mass of a passenger car, even of the highest class, is estimated at about $20, i.e. almost 50 times cheaper! To this we must add the price of the entire complex, diverse and expensive aviation infrastructure: equipment for airports, air routes and even special artificial Earth satellites that help solve air navigation tasks, as well as carry out difficult and quick actions to search for and rescue people injured in aviation accidents. in the outback, which, as you know, occupies most of the land, not to mention the ocean expanses.

Increasing the economic efficiency of air transport by reducing operating costs remains a topical task, if only because the cost of tickets purchased by passengers for regular flights depends on it.

The easiest way to increase economic efficiency is to reduce the cost of expensive fuel by aircraft engines.

In the process of continuous improvement of the design of engines, the growth of their efficiency, positive results have been achieved in recent years. But by now, engine designs and their performance characteristics have reached such a degree of perfection that their further improvement becomes almost impossible.

It is also necessary that the aircraft fleet fly more than stand in hangars for routine, preventive and repair work.

The perfection of aviation technology, among other things, lies in its maintainability, simplicity and low cost. Maintenance, which is not least determined by the general culture of society.

All this, of course, does not mean that the progressive improvement of air transport in all areas has been suspended and that mankind will not find new effective ways and means of more economical, regular, fast and, most importantly, safe overcoming of the planet's airspace.

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§ 411. Traditionally, international law governing road transport is characterized by a non-governmental organizational form of cooperation. In 1909, a permanent international association of automobile congresses (Paris) was created.

Participants with various statuses are governments, public organizations, scientific and technical companies, travel and automobile clubs and natural (individual) persons. The USSR (then Russia) has been cooperating since 1955.

The goals of the association are the promotion of technical, etc.

improving roads, close international economic cooperation and ensuring the safety of transport on international roads, as well as streamlining the registration of foreign cars, border crossings; mutual recognition of driver's licenses; unification of road signs, etc.

The Association usually convenes a World Road Congress every four years.

Permanent work is carried out by the Permanent International Commission, its Council, Executive Committee and Secretariat.

§ 412. In 1948, the International Road Transport Association (Geneva) was established. He represents about 50 countries, including Russia. Members of the Union are national associations representing professional vehicles, including passenger, freight vehicles for hire, as well as for private transport.

The organs of the Union are the Board of Governors, the Bureau and the General Secretariat.

The purpose of the Union is to promote the development of international road transport in the interests of road carriers and the automotive industry as a whole, including through the preparation of recommendations, as well as draft conventions.

An important place in the activities of the Union is the organization of congresses in which decisions and complaints are made to governments.

§ 413. Consequently, the Union became, and first of all prepared, and then the Customs Convention of 1975 adopted the international carriage of goods by road (replaced by the old convention of the same name in 1959) with the participation Soviet Union(Russia).

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The Convention provides for international road transport (TIR) ​​on the basis of a single unified international insurance document - a TIR carnet issued by national associations of road carriers in each state party to the Convention.

In cases where a TIR Carnet is available, the goods are exempted from payment of import or export duties on the spot and, as a rule, from customs control. Within each country's territory, the national associations ensure the payment of fees, charges and possible fines.

In cooperation with the Union and under the auspices of the UNECE, (illustrative list) has also been developed:

— Convention on the Contract for the International Carriage of Goods by Road ("TIR"), 1956 and the Protocol of 1978;

— Convention on the Contract for the International Carriage of Passengers and Luggage by Road, 1973 and Protocol, 1978;

— European Agreement on Main International Transport Arteries, 1975;

- European Agreement on the work of crews of vehicles involved in international road transport in 1970;

— Convention on the Taxation of Road Vehicles Used for the International Carriage of Goods in 1956;

- Customs container container, 1972;

— European Agreement concerning the International Carriage of Dangerous Goods, 1957;

— Agreement on the international transport of perishable food products and special equipment to be used for such transport in 1970

In addition to multilateral agreements on international road transport, bilateral bilateral agreements on the organization of border inspection points on the roads are also very useful.

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