Engraving of a painting on metal. History of development and types of metal engraving techniques
Transport corridors- this is a set of main transport communications of various types of transport with the necessary facilities that ensure the transportation of passengers and goods between different countries in the directions of their concentration. The system of international transport corridors also includes export and transit trunk pipelines.
Transport hub is a complex of transport devices at the junction of several modes of transport, jointly performing operations to service transit, local and urban transportation of goods and passengers. A transport hub as a system is a set of transport processes and means for their implementation at the junction of two or more main modes of transport. In a transport system, nodes have the function of control valves. Failure of one such valve can lead to problems for the entire system.
Large transport hubs are always large cities because they attract trade, it is convenient to develop industry here (there are no supply problems), and the transport terminals themselves provide many jobs. Many cities arose at the intersection of land or waterways, that is, as transport hubs (many still exist due to this role). First of all, these are port cities: in the UK - London, in France - Marseille, Paris, in Germany - Frankfurt am Main, Hamburg, Bremen, in Spain - Bilbao, Barcelona, in Italy - Venice, Milan, in the Netherlands - the so-called Ranstadt (a complex of transport hubs connected into a single network - Rotterdam, Amsterdam, Utrecht, Leiden, The Hague), in Sweden - Stockholm, in the USA - New York, Seattle, Chicago, Los Angeles, San Francisco, in Australia - Sydney, in Japan - Tokyo, in China - Shanghai, Singapore. There are also less common examples. Thus, the city of Shannon in Ireland mainly lives off the airport. Some cities serve as passenger transport hubs rather than freight hubs, for example, Simferopol in Crimea, where numerous tourists arrive and transfer there to transport that takes them to the cities of the Crimean coast.
The largest transport hub in Russia is Moscow. The paths of five types of transport intersect here: 11 railway lines, 15 highways, 5 gas pipelines and 3 oil pipelines converge in Moscow; there are three river ports, five airports and nine train stations. Another interesting example is Vladivostok, where the Trans-Siberian Railway ends and many sea routes begin.
Transport system and communications
Transport and communications can be interchangeable and complementary. Although replacing transport with sufficiently developed communications is theoretically possible (instead of a personal visit, one could send a telegram, make a phone call, send a fax, an email), it has been discovered that these methods of communication in reality generate more interactions, including personal ones. Growth in the transport sector would not be possible without communications, which are vital to developed transport systems - from railways, which require two-way traffic on a single track, to flight control, which requires knowledge of the location of an aircraft in the sky. Thus, it was discovered that development in one area leads to growth in another.
Transport (shipping) process- a set of organizationally and technologically interrelated actions and operations performed by motor transport enterprises and their divisions independently or in coordination with other organizations in the preparation, implementation and completion of cargo transportation.
The structure of the transport process includes:
1. Marketing of cargo flows.
2. Development, based on materials from a survey of cargo flows: rational route schemes, providing for the opening of new and changes in the direction of existing routes
3. Selecting the type and determining the required quantity of rolling stock for transportation
4. Determination of the scope of expedient use of cars and road trains depending on specific transportation conditions, type and properties of cargo, operational indicators of freight transport
5. Standardization of vehicle speeds
6. Selection of vehicle traffic management systems using rational work schedules for drivers.
7. Coordination of the work of road transport with other modes of transport.
8. Analysis of road conditions in order to develop efficient and safe routes for rolling stock
9. Ensuring efficient and safe transportation of goods by road.
10 Application of economic and mathematical methods and calculations to improve the efficiency of using rolling stock and reduce transportation costs.
11. Vehicle traffic control.
12. Operational control over the operation of automotive rolling stock and its use.
Particular attention in the transport process is paid to the use of various methods that ensure:
Timely delivery of goods in batches of required sizes.
Preservation of the quality and quantity of transported cargo;
Compliance with safety requirements and traffic safety requirements,
Fuel economy,
Environmental protection;
Compliance with labor legislation requirements
A transport hub includes a complex of transport devices at the point of interaction between several types of mainline transport, performing operations to service transit, local and urban transportation of goods and passengers. A transport hub may include railway stations and approaches to main railway lines, sea and river ports or water hubs, main and local highway junctions, airports and other air transport devices, industrial and urban public transport devices.
At the transport hub, passengers are transferred and cargo is transferred from one type of transport to another at connecting points. Passenger connecting points include railway passenger stations, bus stations, sea and river ports, airports, and metro stations. Freight connecting points are freight railway stations, specialized bases, sea and river ports, airports, etc.
Transport hubs specialize: according to the number of modes of transport serving the hub; by the nature of the operational work; according to economic and geographical characteristics; population size of the city served; location of transport devices and geometric shape node diagrams.
Based on the number of modes of transport, there are railway-road (Chelyabinsk), railway-water-road (Moscow, St. Petersburg, Omsk) and water-road hubs (Yakutsk).
According to the nature of operational work, transport hubs are divided into: transit, serving transit flows in direct and mixed types of communications; with large local work, serving transit and local flows (Rostov-on-Don, Yaroslavl); local (Murmansk).
According to economic and geographical characteristics, nodes can be land and located on the banks of rivers and seas. Depending on the population of the city served by the node, they are divided into: small and medium-sized with a population of up to 100 thousand people and a relatively underdeveloped industry; large and large with a population of up to 1 million people. and developed mining and manufacturing industries; the largest with a population of more than 1 million people. and large industry.
According to the location of transport devices, transport hubs are divided into: single-set with a combined arrangement of devices for modes of transport; single-unit with separate passenger and cargo areas; multi-set with a combined arrangement of devices for modes of transport and multi-set combined.
Single-package transport hubs serve small, medium or large compact cities. They have one integrated station where all transport facilities are concentrated, an industrial area served by this station, and a combined railway and road station. IN big cities in single-unit units it is possible to separate passenger and cargo areas. Multi-unit units are typical for large and major cities. They have several industrial areas with freight stations serving them, one or more marshalling stations, a consolidated passenger area with independent stations for modes of transport, and stopping points for rail, road and water transport.
According to their geometric shape, transport nodes are divided into terminal, radial, elongated, radial-semi-circular, radial-circular and combined.
The terminal nodes are located near seas, large rivers and high mountains (Arkhangelsk, Vladikavkaz). They have a small number of connections between railway lines and roads with pronounced character finite flows of passengers and cargo. End nodes typically serve small cities.
Radial nodes are most typical for large cities (Yaroslavl, Nizhny Novgorod). In them, railways and roads converge in radial rays to one area of the city, or railway lines converge to one area, and roads to another. At radial transport hubs, railway lines can be located in a radial, triangular or cruciform pattern.
Long transport hubs are typical for areas with difficult topographical conditions, on the banks of big rivers and seas (Volgograd). These nodes serve cities that are elongated in length, and the approaches of railways and roads in them are located at opposite ends. Such nodes are formed at the confluence of converging railway lines on the approaches to the city. Several sequentially located stations are built in them, serving non-public tracks and performing train formation work. When designing nodes that are elongated in length, it is necessary to provide for junctions of lines that ensure minimal angular flows.
Radial semicircular units big cities, usually located on the shores of seas and large rivers, have one ring or several semi-rings (St. Petersburg), and radial-ring nodes of large cities have several rings of railways and roads with radii and diameters inside the city (Moscow). Such nodes are easy to use, ensuring uniform distance of transport infrastructure from the city center.
Combined nodes are a combination of the schemes discussed above. The most common nodes include: dead-end railway and radial road nodes with a rectangular or radial layout of street networks; railway junction with parallel tracks and radial road junction; a railway junction, elongated in length, or with parallel tracks and a radial road junction.
The same type of transport hub can correspond to a significant number of different types of schemes individual parts, but unitable general patterns development, characteristic devices and operating conditions.
Development various types transport and industry in cities creates conditions for changing the layout and types of railway and road junctions, sea and river ports, thereby changing general scheme transport hubs. Radial nodes are usually transformed into radial-semi-circular and radial-circular, and then into combined ones. The location of transport hubs is determined by the location of productive forces and the historically established network of cities and their layout.
Transport node– a cargo-generating or cargo-absorbing facility in which a large amount of cargo is processed and through which it passes, in which communication routes of one or more modes of transport begin or end.
The transport hub is characterized by the following features:
A common goal for the functioning of all modes of transport.
Accelerating the delivery of goods and the movement of passengers.
The complexity of functions and ongoing processes (interaction of various modes of transport, loading, unloading, sorting, storage of goods, etc.).
The ability to divide into subsystems, the functioning of which is subordinated to a common goal.
Availability of a control system that ensures intensive use of technical means.
High throughput and transportation with minimal costs.
A transport hub as a system is a set of transport processes and means for their implementation at the junction of several types of mainline transport.
The concept of transport hub includes:
Transportation process.
Technical devices, stations, posts, highways, warehouses and other means for implementing the transportation process.
Control and management tools.
Transport hub system
A transport hub is characterized by inputs (5) and outputs (7), which are flows of cars, trains and other Vehicle carrying out the delivery and removal of goods and passengers. A transport hub operates under conditions of various types of disturbances (6) (the probabilistic nature of transport processes, failure of technical means) to compensate for which control actions (4) are used, generated on the basis of information coming from higher-ranking systems (3) and information about the operation of the node, received through feedback channels (8), while information is exchanged with other systems (1) and (2).
The main control actions (3) ensure the rational distribution of traffic between various modes of transport, comprehensive design and planning for the development of the node, its subsystems and elements; optimization of the parameters of individual elements and subsystems during their operation and development, operational optimization of transport processes and interaction modes. Through feedback channels, information is exchanged with the transport hub when the conditions for interaction between different modes of transport change or when any kind of disturbance occurs (6). These connections in the node appear with a delay, which is a consequence of the inertia of the system; therefore, the properties accumulated in the subsystems appear only after a certain period of time.
The role of transport hubs in the transportation process.
The hubs concentrate the bulk of sorting work, concentrated at a station, port or other cargo area with powerful track development and modern loading, unloading and sorting facilities.
Transport hubs occupy an important place in the organization of intermodal and multimodal transport and in improving the interaction of various modes of transport. In addition to reloading (transshipment) from one type of transport to another.
The following types of work are performed at the units:
servicing transit flows;
organization of routes from loading points;
transport-forwarding and commercial work;
storage and warehousing of goods;
subgrouping of cargo by directions;
repair and comprehensive maintenance of rolling stock;
work on servicing passengers in suburban and regional services.
Transport hub structure
TRANSPORT HUB TECHNICAL SUPPORT MEANS
The organization of transportation and transportation of goods at transport hubs is independently associated with the technical support of the hubs, rolling stock, lifting mechanisms and other equipment.
Classification of technical support means of a transport hub
mainline discontinuous equipment containers
continuous shunting mechanisms containers and packaging
CO and M – warehouse equipment and mechanisms.
K and T – containers and containers.
Mainline vehicles – ships, locomotives, wagons, cars, trailers, semi-trailers.
Shunting – work inside a transport hub (tugboats, locomotives, cars, tractors).
Intermittent PRS – cranes, single-bucket excavators, electric and auto-loaders, rotary car dumpers, mechanical loaders.
Continuous pumping station – conveyors, screw and bucket elevators (elevators), pneumatic loaders.
CO – multi-tiered racks, tanks for liquid cargo, bunkers, refrigeration equipment, control, measuring and weighing devices.
CM – cranes and stackers, forklifts, packaging and bag-forming machines.
Containers – large-tonnage, medium-tonnage, small-tonnage, universal and specialized, hard and soft, standard and non-standard.
Container and packaging – pallets (bags), shelf containers with cassettes, boxes and cages, plastic and metal drums, packaging materials made of film and paper.
The technical equipment of points of interaction between modes of transport largely determines the efficiency of the transport system as a whole. The main requirement for the power of technical devices is that their throughput and processing capacity correspond to the given volume of work.
The problem of finding acceptable device power is solved for individual subsystems or the entire interaction point. The reduced costs of functioning devices are used as optimality criteria.
Current operating costs for transportation, probability of failure-free operation of the system, etc.
Transport hubs contain different types of resources. Some resources are specialized by type of transport and are used to perform the corresponding technological operation.
The task of planning and management in a transport hub is to find such a distribution of universal production between modes of transport at which operating costs will be the lowest.
Methods for solving problems of optimizing the interaction of different modes of transport during operational management have not yet received the proper form and application.
Three groups of tasks:
Problems of streamlining the maintenance of rolling stock of various types of transport and different types of one type of transport.
Problems of distribution of rolling stock, loading and unloading mechanisms, etc.
Tasks of planning the delivery and removal of cargo from points of interaction and customer service.
The amount of time the average city dweller spends his or her life commuting, for example, from home to work and back, is appalling. The figure is even more impressive if he is a resident of a metropolis, stuck in so-called traffic jams twice a day. This is one of the most important issues in organizing a comfortable environment in the city. And it can be, if not completely resolved, then significantly reduced in severity if transport hubs and terminals are created correctly. So, what are they for and what exactly are they?
What are transport hubs
There are the most different ways transportation: buses, trams, trolleybuses, cars, planes, ships, trains, etc. As a rule, you can get from one point to another in several ways. But often, especially if the route is quite complex, you have to change several times to reach your destination. And although, for example, you can change from a bus to a metro or a car in several places within any large city, sometimes it happens that you can leave one point in many ways at once. And then the term “transport hub” will already apply. This place is constantly buzzing with life, hundreds and thousands of passengers are rushing about their business, trains are arriving, planes are departing, in general, at first glance, complete vanity and disorder reign. In reality everything is different. When well organized, transport hubs are well-functioning systems, where each part is a well-oiled mechanism that interacts with all other elements. And in this case, their importance is difficult to overestimate.
What are they needed for
Time costs for travel or delivery from one point to another in conditions modern rhythm lives must be minimized. People, tired of waiting, have made many inventions that allow them to instantly receive information and establish communication. But, unfortunately, while there is no teleport, we are forced to spend quite a significant amount of time on the road. Moreover, sometimes you also have to travel, for example, to the airport or station. Concentrating several modes of transport in transport hubs partially solves this problem. Firstly, in order to, for example, transfer from a train to a ship or plane, a minimum amount of time is required here - everything is literally within walking distance. Secondly, with the right location, even one hub can relieve congestion on other transport arteries. As a result, everyone wins.
This reveals another aspect of the functioning of any unit - it not only accumulates, but also regulates traffic flows according to the principle of valve operation. If necessary, to avoid congestion and inconvenience, some passengers or cargo can be delayed at some stage. In a word, there are analogues of roads and traffic lights here.
Hubs are not only passenger, but also cargo. Even if we take the postal services industry - in each big city there will be a place that can be characterized as a central transport hub - it is there that correspondence will flock, which later, after sorting, will go to smaller territorial units. And this is where letters and parcels will arrive and then be sent, say, abroad. After this, do questions remain about whether transport hubs are needed?
Organization and structure
Logistics is not a simple, but very promising direction. It is precisely this that helps to organize the work of any more or less large unit correctly and as efficiently as possible. When building the structure of its work, it is important to take into account both the most basic things, for example, methods of transporting cargo from one type of transport to another and the necessary infrastructure, as well as very small nuances such as convenient and intuitive navigation for passengers.
To simulate the operation of the hub, even at the design stage, special software is used that shows what will happen when certain parameters change.
Accommodation
The right place is another one important point when planning traffic flows. If the wrong choice is made, it can only make the situation worse. Inconvenient access roads will create traffic jams in the surrounding areas, and a lack of parking spaces will become a serious problem for motorists. The airport, built in a low-lying area, will have flights canceled over and over again due to heavy fog. In general, it is very easy to make a mistake. And here the same science comes to the rescue, helping to simulate the situation under certain options. After all, a transport hub is not a place where people appear out of nowhere - they arrive in one way or another, and you need to make sure that it is convenient for them to do so.
Advantages and disadvantages
Properly organized transport hubs, at first glance, are completely free of disadvantages. But, unfortunately, this is not entirely true. Firstly, it is obvious that their operation is not silent, and placing them away from the main flows is pointless, so they are in any case disturbing someone. Secondly, due to the fact that it is located here great amount people busy with their thoughts, it is in the hubs that a lot of thefts happen, despite a large number of security measures. Moreover, and this is much worse, transport hubs often become the site of major terrorist attacks. With sufficient density, it can result in a huge number of victims and injured. However, such a danger exists for all places where a large number of people gather at once.
Examples
Almost any large European city is an international transport hub. Amsterdam, London, Berlin: connecting flights at local airports are common. In the East, these are Doha, Shanghai, and Dubai, which receive a huge number of transit passengers. Moscow, with its three passenger-only airports, as well as nine railway stations, can also be included in this list.
For more low levels nodes, accordingly, are less significant in scale. An example is the same Simferopol in Crimea. Well, any metro station in Moscow can be called completely local hubs. But they are also very important - you just have to remember what happens in case of sudden malfunctions.
Efficiency
As has probably already become obvious, the operation of a large transport hub depends on many factors. And one more thing, without which high efficiency is simply unattainable, is technical equipment. Without modern electronic systems and instruments, any calculations of convenient location and flow planning are useless. Transport belts, automatic recognition services and many, many other things that passengers do not even encounter are important and necessary for the smooth operation and correct interaction of the involved modes of transport, especially if there are more than two of them.
And, perhaps, a universal indicator of the efficiency of a hub can be called passenger flow. The number of people it manages to serve per unit of time is an indicator that perfectly characterizes the quality of work of a transport hub at its level.
Further development
The importance of transport hubs is undeniable. Moreover, any hub is primarily an economic and industrial potential. Hotels, shops, restaurants, and vending machines can be located in crowded places. Almost any goods and services will be in demand, for example, if people want to pass the time during a transfer.
If we broaden our perspective somewhat, it is easy to understand that large transport hubs and cities are interconnected and interdependent. On the one hand, hubs provide uninterrupted supply, which creates conditions for industrial development, and on the other, megacities require resolution of logistics problems. So one simply cannot exist without the other.
In addition, new modes of transport are gradually developing, and it is necessary to integrate them into existing flows. For example, helicopter transportation was something of a fantasy for several decades, but today it is available to almost every traveler. And this direction is just one of many.
The Moscow transport hub is one of the largest in the world. It permeates almost the entire territory of the capital region and extends over an area of over 40 thousand square meters. km within the Great Moscow Circular (BMO) Railway. The MTU includes: 11 railway lines, 2 circular railway rings (over 550 km), intracity railway lines, 202 railway stations (12 marshalling and 157 freight), an extensive network of access railway tracks; 13 major highways and 3 ring highways; 5 river ports, an extensive network of waterways connected to the Baltic, Caspian, Azov and Black seas; 4 airports (3 of which have international significance), a network of domestic and international airlines.As the main functional elements of the MTU, it includes: cargo yards and cargo areas designed to perform cargo processing operations (loading, unloading, transshipment, temporary storage, sorting, etc.), equipped with appropriate technical means and structures; warehouse complexes; container sites; cargo terminals and multimodal terminal complexes; rolling stock and container repair workshops; driveways; shunting rolling stock; main lines of communication; administrative buildings and auxiliary structures; service departments and other elements of logistics infrastructure.
The general transport hub can be considered simultaneously with different positions: from a topological point of view - as a docking point different types transport; from a technology point of view - place collaboration different types of transport operating on the basis of a single transport and technological process; from the point of view of technical interaction of modes of transport - in the form of a complex of engineering structures, vehicles and mechanisms at the point of connection between different modes of transport.
From the perspective of a market economy, MTU should be considered as the basis of a regional integrated macro-logistics system with a wide range of logistics functions throughout the entire transport and distribution chain from shipper to consignee.
The geopolitical significance of MTU is determined by its extremely favorable geographical location- at the intersection of the main cargo flows along the ITC No. 9 "Helsinki - St. Petersburg - Moscow - Kiev", No. 9-a "Moscow - Astrakhan" and "Moscow - Rostov-on-Don - Novorossiysk" and No. 2 "Berlin" - Minsk - Moscow - Nizhny Novgorod." It is planned to extend the corridor to Yekaterinburg with access via the Trans-Siberian Railway to the Far Eastern ports, which will help ensure foreign economic relations Russia with states Western Europe and the Pacific region, as well as with the states of the Baltic, Caspian and Azov-Black Sea basins.
From the perspective of intermodal cargo transportation in MTU greatest interest represent packaged unit cargo and cargo in containers. By expert assessments JSC "Mosavtoprogress", the volume of processing of packaged cargo at the Moscow railway junction is 10.7 million tons and for the period until 2005 it is predicted to be about 17.0 million tons. The volume of cargo processing in containers at the stations of the Moscow railway junction is about 5.4 million tons (over 400 thousand containers per year) with a projected increase by 2005 to 8.6 million tons (over 750 thousand containers per year).
Currently, a powerful base for processing containers, heavy and packaged cargo has been created in the area where the MTU is located. In total, there are more than 30 container terminals and sites located in it, not counting cargo yards with warehouses and technical facilities located on them. The total area of cargo terminals, warehouses and container sites exceeds 1 million square meters. m, which allows you to receive and send more than 5,000 containers and process about 15,000 tons of cargo per day. Work is nearing completion on the creation of an international intermodal terminal with a design capacity of 150 thousand 20-foot containers per year at the Moscow-Tovarnaya-Yaroslavskaya station (Severyanin Square), together with the American company Beabul.
Work is underway to create a Moscow railway junction unified system information support for transport and forwarding services for consumers, based on corporate transport service centers. The organization of a system of branded transport services, informatization of basic technological processes, improvement of interaction with users of railway transport services, as well as with other modes of transport, are of fundamental importance for the organization of railway transport in accordance with market principles.
Moscow Railway devotes exclusively great attention development of container and piggyback transportation. Multimodal transportation of foreign trade cargo is carried out, as a rule, in standardized containers. The Moscow Railway is testing special rolling stock for piggyback transportation. The railway infrastructure along pan-European corridors is being brought into line with international standards.
International combined transport requires new forms of commercial work and operation with the involvement of transport process operator companies. In addition, it will be necessary to create new types of specialized railway rolling stock, in particular high-speed specialized platforms for transporting large-tonnage containers. To implement a system of accelerated container and piggyback transportation at MTU, to develop and equip the Russian part of international transport corridors passing through the territory of MTU, according to some estimates, $400 million is needed for the period until 2005.
To ensure coordination and interaction of railway and other modes of transport, MTU will need to carry out a set of organizational, economic, production and technological measures, introduce new technologies for the transportation process, and improve regulatory framework and bring it into line with international standards, primarily when organizing multimodal transportation of foreign trade goods.
The final chord in coordinating the work will be the creation of logistics centers in large transport hubs on the information base of the DCFTO and CFTO of the Ministry of Railways of Russia, combined with information technology, used on other modes of transport, in particular based on standard E01 protocols.
Road transport occupies an extremely important place in the development of transport and economic relations in the Moscow region. For the period until 2005, an increase in road transport is projected to reach 50 million tons. important role in the implementation of a set of program measures for the development of intermodal transportation of goods carried out via the ITC in MTU.
The Russian part of the Cretan corridor No. 9, passing through MTU, includes the highways: Moscow - St. Petersburg, Moscow - Bryansk - Kiev, Moscow - Simferopol, Moscow - Ryazan. The total volume of cargo transported by road on these routes is about 13.5 million tons; by 2005, 19 million tons are predicted.
The Russian part of the Cretan Corridor No. 2 includes the highways: Moscow - Minsk, Moscow - Nizhny Novgorod. The forecast value of international road freight traffic along transport corridor No. 2, passing through MTU, by 2005 is estimated at 10.0 million tons, which is more than 1.5 times higher modern level, amounting to 6.2 million tons (2000).
The role and significance of the Moscow water transport hub in the formation and development of the RLTRS of the capital's metropolis are determined by the functioning of such deep-water connections as the channel named after. Moscow, Volga-Baltic and Volga-Don canals, which make it possible to organize connections between the Moscow transport hub and the North- West direction with the states of the Baltic, North Seas and in the Southern direction - with the states of the Caspian, Azov, Black and Mediterranean seas. A unified deep-water system has been created in the Moscow water transport hub, through which large vessels pass, including mixed river-sea navigation with calls at the ports of Moscow. Mixed navigation vessels allow transportation without transshipment from river to sea transport and vice versa.
As a result, on many main routes where intermodal transport is carried out, it has become possible to eliminate the costly transshipment of goods and speed up their delivery, as well as to switch hundreds of thousands of tons of cargo from rail and sea transport and expand the scope of river transport, especially in intermodal communications. In the future, there will be an increase in intermodal transportation of goods, especially in containers, which will require the development of technical means of transport of a new generation, in particular the introduction of universal ro-ro ships, container ships, refrigerated ships necessary to ensure the supply of food to Moscow from Western Europe in the mixed river traffic -sea".
According to preliminary estimates, the cargo turnover of the Moscow water transport hub, taking into account the development of cargo transportation along the international transport corridor No. 9 for 2005, is projected for export-import cargo in the amount of 500 thousand tons. Considering that perishable food products are imported to Moscow in significant quantities from Western Europe products, in the future, it would be advisable, if shipping companies have refrigerated vessels for mixed navigation, to transport them using water transport.
Behind last decade In Russia, an intensive process of development of the market for transport, forwarding and logistics services was carried out. A competitive environment has been created, especially in the field of international transportation of goods and their servicing. The growth of cargo transportation volumes in MTU is greatly influenced, in addition to intraregional factors, by external factors of an economic-geographical and socio-political nature. A significant part of the cargo processed at MTU is subsequently exported to other regions, which is essentially a hidden form of transit. This circumstance increases road congestion and leads to deterioration of road transport and environmental situation in the region, but at the same time contributes to the growth of commercial and government agencies and, accordingly, replenishment of the federal and local budgets in the form of tax revenues.
The favorable location of MTU - at the intersection of the ITC passing through Russia - determines the specifics of its activities, aimed not only at meeting the internal needs of the Moscow region for the transportation and processing of goods, but to a large extent - at servicing foreign trade cargo flows traveling along the ITC.
Considering that the cargo generation of the Moscow region is influenced by the international transport corridors passing through the MTU, a segmentation of the region’s territory was carried out based on the principle of gravity towards the zones of influence of the main cargo flows traveling in intercity and international traffic along the Russian part of the international transport corridors (No. 9 and No. 2). The basis of segmentation was the selection from the total cargo flow of terminal-oriented cargo, which constitutes the main share in the total volume of cargo transportation in international and intercity traffic.
The dynamics of transportation of terminal-oriented cargo by road and rail with distribution by zones of gravity to the main cargo flows formed along the ITC routes is presented in Table. 5.19.
Segmentation of MTU by main directions of cargo flows and level of cargo generation is presented in Fig. 5.19.
The first segment “North - North-West” includes the territory gravitating to the northern and north-western parts of the MTC No. 9 “Helsinki - St. Petersburg - Moscow”. There is a heavy traffic flow here. Thus, the volume of terminal cargo moving to in this direction, amounted to 8.1 million tons in 2000, or 34% of the total cargo flow of MTU. In the future, a significant increase in cargo flows is expected (up to 11.9 million tons in 2005); an increase in cargo flows mastered by water transport is also possible due to the development of intermodal river-sea transport in containers. Here, the construction of a multimodal terminal complex in the area of Dmitrov with a focus on servicing mixed river-sea vessels can play a significant role.
Within the second segment “East” there is a territorial zone gravitating towards the eastern section of the MTC No. 2 “Moscow - Nizhny Novgorod”.
Table 5.19. Dynamics of transportation of terminal cargo (packaged and in containers) by road and rail with distribution by zones
gravity towards the ITC routes, million tons
| Transportation directions | 1995 | 2000 | 2005 (forecast) |
| 1. North - North-West | 10,2 | 15,9 | 20,4 |
| (corridor No. 9) - total, | | | |
| including: | | | |
| automotive | 9,3 | 14,7 | 18,5 |
| railway | 0,9 | 1,2 | 1,9 |
| 2. West (corridor No. 2) - total, | 2,4 | 3,5 | 4,7 |
| including: | | | |
| automotive | 1,6 | 2,5 | 3,1 |
| railway | 0,8 | 1,0 | 1,6 |
| 3. South - Southwest | 3,5 | 5,5 | 7,0 |
| (corridor No. 9) - total, | | | |
| including: | | | |
| automotive | 3,3 | 5,2 | 6,6 |
| railway | 0,2 | 0,3 | 0,4 |
| 4. South-East (corridor No. 9-a) - | 9,3 | 14,5 | 18,8 |
| everything, including: | | | |
| automotive | 8,1 | 12,9 | 16,2 |
| railway | 1,2 | 1,6 | 2,6 |
| 5. East (corridor No. 2) - total, | 5,0 | 7,5 | 10,0 |
| including: | | | |
| automotive | 4,0 | 6,2 | 7,9 |
| railway | 1,0 | 1,3 | 2,1 |
| Total | 21,9 | 29,8 | 43,1 |
A promising direction for the development of this segment is the expected significant increase in cargo flows in connection with the extension of the transport corridor from Nizhny Novgorod to Yekaterinburg with subsequent access along the Trans-Siberian Railway to the Far Eastern ports. The volume of terminal cargo transportation in this direction in 2000 amounted to 5.1 million tons and is projected for the period until 2005 at the level of 7.6 million tons.
The third segment “South-East” included the territory gravitating towards MTC No. 9-a (Kashirskaya and Ryazan highways) with access to Astrakhan and Novorossiysk. This zone has the largest volume of terminal cargo transportation (packaged and in containers) heading towards Rostov-on-Don and Novorossiysk, as well as to the Caspian Sea (Astrakhan). The volume of cargo transportation was estimated in 2000 at 8.5 million tons and in 2005 (forecast) at 12.6 million tons.
In addition to container transportation on the Novorossiysk - Moscow route, an experimental piggyback transportation took place. The piggyback train included 23 specialized platforms with road trains with imported cargo and one passenger car for drivers. The annual flow of cargo by road in this direction is 37 thousand road trains. For this direction, the Russian Ministry of Railways has established competitive tariff rates for transportation of road trains and semi-trailers by specialized route piggyback trains.
The fourth segment of the ITU “South - South-West” includes a zone of gravity towards the southern and south-western parts of transport corridor No. 9 with a direction to Kyiv and Simferopol. The volume of transportation of terminal cargo passing through this segment amounted to 4.6 million tons in 2000, or 12% of the total volume of transportation of terminal cargo at this hub. In the future on-BALTIKA
Transport corridor No. 9 Helsinki - St. Petersburg - Moscow - Rosgov-nv-Don - * Novorossiysk * Astrakhan
URAL
Legend
:
border of the Moscow region
highway
railways
waterways
Gdonshortny corridor I* 2 Berlin - Warsaw -
- shaves - Moscow -
- Nizhny Novgorod gt;
- Ekaterinburg
There is a slight decrease in the share of this segment (up to 11.3%) due to the switching of part of the freight traffic to corridor No. 9-a.
The fifth segment “West” includes the territory gravitating towards the western section of the MTC No. 2 “Berlin - Minsk - Moscow”. In 2002, the volume of terminal cargo transportation in this direction was relatively small and amounted to 3.5 million tons, or 7.6% of the total volume according to MTU. In the future, until 2005, cargo traffic is expected to increase to 5.4 million tons. Big influence The growth of cargo and goods traffic in the Western direction may be influenced by the planned construction in the Minsk direction of a large International Logistics Transport and Distribution Center, which will provide the necessary level of transport and logistics services that meets international standards.
