Transport infrastructure. The significance of the complex, characteristics of the main types of transport and communications

1. State of the problem.

Development rate highways, including the road and street network of settlements and access roads to them, lag behind the growing need for road transport and the growth rate of motorization. Over the past ten years, the number of cars has increased from 50 to 120 units per 1000 inhabitants, by 2010 it will be 250 - 270 units per 1000 inhabitants. Due to the rapid increase in traffic intensity, speed reductions to 15–30 km/h and frequent traffic jams, especially on approaches to large cities, have become commonplace.

A particular problem is posed by road sections located in the area of ​​large cities and metropolises. The crisis of the urban transport system, which was typical for multimillion-dollar cities in Western Europe, America and other countries, did not bypass Moscow and the Moscow agglomeration. The transport problem of the largest cities is aggravated by the fact that from 50 to 90% of the population and about 45% of the passenger car fleet are concentrated in a relatively limited area (2-5%). The crisis of urban transport systems is accompanied by negative processes that create significant economic costs. The value of these costs in the countries of the European Union as a percentage of GDP is: from overloaded transport infrastructures - 2.0%, the consequences of transport accidents - 1.5%, from the negative impact of transport on the environment - 0.6%.

There are also problems with passing transit traffic along the city road network. In Russia the length federal roads located within cities and towns (total number - 2386) is 4497.5 km (9.8% of the total length), including with the population:

• more than 1 million inhabitants – 66 km;
• from 300 thousand to 1 million inhabitants. – 67 km;
• from 100 thousand to 300 thousand inhabitants. – 258.2 km;
• from 30 thousand to 100 thousand inhabitants. – 362 km;
• from 10 thousand to 30 thousand inhabitants. – 545 km;
• less than 10 thousand live - 2958 km.

The configuration of the road and street network in a number of cities has a pronounced radial structure, as a result of which the possibility of choosing an alternative travel route is insufficient. This leads to overruns of vehicles and overload of the road and street network and transport hubs near large cities.

They are trying to solve these problems by reconstructing the busiest sections of highways, primarily on the approaches to the largest cities, constructing bypasses of populated areas in order to remove transit flows from them, constructing ring roads in and around cities to relieve congestion in the main directions of movement of the road and street network radial structure. However, today only these measures, in relation to large cities, are not enough, for which it is necessary to introduce additional measures to improve traffic conditions, guided by their effectiveness.

If we talk about the experience of solving the problems raised using the example of Moscow, it should be noted that despite the construction of such large facilities as the Moscow Ring Road, as well as ring-type main roads within the city, it was not possible to achieve significant decongestion of the metropolis due to the rapid growth of motorization. In addition, repeated duplication of the radial-ring layout of the city does not lead to a reduction in the overrun of vehicles, the separation of local and transit traffic flows, and also the solution to the problem of overloaded deep entrances into the city from adjacent main federal roads.

2. Main measures to increase traffic capacity, traffic safety and improve road ecology in cities and transport approaches.

The set of measures aimed at increasing traffic capacity, traffic safety and improving road ecology in cities and non-urban roads in adjacent areas can be divided into the following main types:

• development of intra-city road and street network planning;
• improving the transport and operational qualities of existing city roads and increasing the efficiency of their maintenance;
• application modern means traffic management;
• application of intelligent transport systems based on telecommunication technologies;
• introduction of tolls on main city roads;
• expanding the use of public transport in cities.

Each of these types of measures should be considered as complementary, since the use of any one group of measures, as a rule, does not lead to a comprehensive solution to the problem of traffic congestion on the road and street network, especially in megacities.

3. Development of intra-city planning of the road and street network (using the example of Moscow).

The main reasons for the difficulties experienced by Moscow's ground transport are the very rapid growth in the level of motorization, the insufficient capacity of the city's road network and an insufficiently developed traffic management system.

The level of motorization, which was included in the Draft Master Plan for the Development of Moscow and the Moscow Region until 2010, was aimed at 220 cars/1000 inhabitants. According to the ideas of the 80s. This was a very high level in conditions of artificially restrained motorization and was even considered as the maximum permissible for Moscow. In previous General Development Plans of the city, this level was set no higher than 60 cars/1000. The development of the entire transport infrastructure of the city, including the city’s road network and traffic organization, was oriented towards this level of motorization. Currently, the level of motorization has already exceeded 300 vehicles/1000 inhabitants and continues to grow, approaching the European average of 500±50 vehicles/1000 inhabitants.

Research conducted by MADI shows that the capacity of more than 60% of the city's main streets has been exhausted at a motorization level in Moscow of 200 cars/1000. Currently, the capacity of all Moscow main streets has been exhausted by more than 80% of their length, and in the Central Planning Zone by 100%.

The city's road network, which took many decades to form, was not ready for such a sharp increase in the number of cars in the city. If at the end of the 80s there were 60-65 thousand cars in motion throughout the city’s road network, which created a load level of 0.3-0.4 on the main streets, then today this is more than 200 thousand cars. MADI studies have shown that over the past 3 years the number of cars on the city streets has increased by 15 thousand, and in 2002 by only 2 thousand cars. This suggests that the capacity of the city's public transport network has almost been exhausted. A further increase in the level of motorization will little change the transport situation in the city. This situation will worsen in the suburbs of Moscow and the Moscow region.

The organization of traffic in the city is far from perfect. The introduction of modern methods and means of organizing traffic will certainly improve traffic discipline, but will not have a significant impact on the transport situation in the city. The experience of Europe and the USA shows that the effect of traffic management in terms of increasing capacity and reducing transport losses does not exceed 10%, while such a need is 400-500%.

The city's road network has a radial-ring structure. This structure only works effectively if there are a sufficient number of ring highways. There is a catastrophic shortage of such rings in Moscow. The construction of the Third Transport Ring and the reconstruction of the Garden Ring will improve the situation, but not significantly (even now, during the unfinished construction of the Third Transport Ring, it is necessary to widen it in a number of sections, increasing the number of traffic lanes). Studies have shown that the need for the throughput of the III Ring and the Garden Ring with the existing capacity of radial highways is more than 20 thousand vehicles/hour on each ring (with the existing 6-8 thousand vehicles/hour), but at the same time all radial highways will are loaded at 100%, which practically does not change the transport situation in the city. If we assume that it is possible to provide unlimited capacity of radial highways, the need for capacity on each ring will be 40-45 thousand vehicles/hour. It is clear that it is impossible to achieve such a throughput capacity of main streets, but most importantly, it is not necessary, since with today’s supply of the need for transport movement throughout the city at 20%, any increase in throughput will be immediately realized by an additional number of cars that are not used today. Fundamentally different solutions are needed.

Transport infrastructure - a set of communication routes, transport structures and devices of various types of transport intended for passenger and freight transportation, repairs, Maintenance and storage Vehicle(rolling stock) within a certain territory. The transport infrastructure includes: transport systems of cities, unified transport systems of city centers and areas gravitating towards them, transport systems of individual regions and the country as a whole.

Types of transport communications, structures and devices and their features

The transport infrastructure of cities is formed by lines, structures and devices of urban, suburban and external transport.

Street and road network of cities provides connections between residential, industrial, tourist and recreational urban developments with the center of the settlement and among themselves, entrances and approaches to land plots of all buildings and structures, as well as transport connections of the settlement with adjacent territories and other settlements.

The difference between streets and roads in populated areas is as follows: streets designed for the passage and parking of vehicles, pedestrian traffic, access to and access to buildings and intra-block areas, placement of stopping points for passenger transport and laying of utilities; roads - sections of the road network with predominant traffic of transit and freight vehicles, laid in isolation from residential areas, community centers, recreation areas (along railways, in ravines, along industrial zones).

Main and local streets and roads are distinguished.

Main streets and roads(continuous traffic, citywide and regional significance, main streets of cities) perform connecting and distributing functions. They provide the passage of major transport flows, including external connections and connections between the main areas of cities. Public passenger transport routes (trams, trolleybuses, buses, etc.) pass along them.

The system of main streets and roads, being the result of previous development, continues to develop and transform in the process of its further growth.

Main streets of cities perform a representative function. Architectural ensembles are formed along them, city squares with public buildings are located. The main streets are home to theaters and other unique cultural, service and shopping facilities.

In order to reduce traffic loads on the main streets, they are duplicated by transport highways.

Automobile streets and roads of continuous traffic - main highway streets and roads that provide high-speed connections in large and major cities between remote areas, between cities and adjacent territories (to airports, recreation areas, suburban settlements, etc.), transport exits of cities to main public highways.

To serve the adjacent buildings, side driveways are installed along them.

Territories along streets and roads with heavy traffic have unfavorable environmental characteristics - increased air and soil pollution, noise levels, vibrations, electromagnetic radiation. Largest negative impact on the urban environment of road freight transport.

To protect adjacent buildings and street areas from noise, exhaust gases, dust, streets with heavy traffic are buried and embanked; between them and the adjacent buildings there are dense multi-tiered plantings trees and shrubs, noise barriers in combination with vegetation, special noise-proof buildings are being designed.

Pedestrian crossings through streets with heavy traffic should be created, as a rule, underground or above ground, which ensures the safety of pedestrians and the continuity of traffic flow. At the same time, the need for their use by people with limited mobility must be taken into account.

Streets of city and district significance perform connecting and distributing functions in cities and ensure the passage of major transport flows, including external connections and connections between the main areas of cities.

Local streets(residential main and secondary, industrial and municipal-warehouse areas, village roads, driveways) provide local connections within the development, entrances to buildings and structures.

Railways. In large cities, in addition to external connections between cities and city-suburb connections, railways can also be used for connections between urban areas. To increase the carrying capacity of railway lines, additional tracks are being built along which the parallel movement of city trains takes place.

Railways not only connect, but also separate urban areas, acting as a spatial barrier between them. Railway rights-of-way are often the only reserve for the construction of new highways, the need for which arises in the process of urban development.

Historically, there has been an attitude towards the spaces along the railways as the “backyards” of the city with warehouse and industrial facilities. Currently this attitude is changing. New highways are being built parallel to the railways, and railway rights-of-way are used for the construction of new public and business complexes. With the increase in the number of passengers transported by rail, the architectural and artistic requirements for the development of roadside areas increase. Railways are also tourist routes along which tourists enter cities, and their first impression of the city is formed from the views from the train window.

Waterways. The movement of people and goods along waterways has a long tradition and has been widespread for centuries. With the development of railway, road and other types of passenger communications, cheap but slow-moving water transport has lost its leading position. A serious disadvantage of its use in most of Russia is the seasonality of work.

However, many cities have river and sea ports and marinas, and they have organized intra-city and suburban-city water passenger services. Water transport carries out a relatively small volume of passenger transportation, but is very popular as a pleasure and tourist excursion mode of transport.

Water tourist and excursion routes are organized along rivers, canals, lakes, reservoirs, and along the sea coast. Along with stationary water terminals, floating landing stages are used for berthing of water vessels. They allow you to arrange passenger pick-up and drop-off points almost anywhere and are most convenient for organizing tourist and excursion routes.

Transport and communication (transportation) hubs- intersections and junctions of communication routes in one or different levels, which serve to distribute traffic flows in directions. At least two lines of the same or different modes of transport converge (intersect) in them. Transport and communication hubs have often been a historically determining factor in the emergence and development of cities.

Transport hubs are “foci” for the concentration of public functions; centers and public service complexes spatially gravitate towards them (Fig. 5.7.1).

Rice. 5.7.1.

Based on railway stations and stations, bus terminals and bus stations, end points of suburban bus routes, it is advisable to form transport and public centers, which include shopping malls, consumer and public service facilities, where passengers making transfers can receive additional services along the way (Fig. 5.7.2).

Transport and service enterprises and facilities - buildings, structures or their complexes intended to serve passengers,

Rice. 5.7.2. Project proposal for the creation of a multifunctional transport and public center

carrying out operations with cargo and rolling stock, for storage, maintenance and repair of vehicles. Transport and service enterprises and facilities include passenger terminals and stations, freight stations and terminals, airports, ports, marinas, moorings, small boat bases, depots, parks, garages, parking lots, stopping points (terminal and intermediate) of route ground and underground transport , vehicle parking areas, service stations, gas stations.

The most widespread type of transport and service facilities are parking lots and other car parking areas. They are distinguished by a wide variety of types and spatial solutions. Parking lots can be on the ground, underground, on the roof of a building, adjacent to it, or located in multi-story buildings.

The advantages of above-ground parking are low construction costs and convenience for users. Disadvantages - need for large areas territories.

Open and closed parking lots are being built, with ramps (ramps) and mechanized methods for moving cars to the storage location.

In modern urban planning practice, due to the growing level of motorization, preference is given to the construction of underground and above-ground multi-level parking lots (Fig. 5.7.3).

Rice. 5.7.3.

Cycle paths and cycling routes. Specially designated bicycle paths can be included in transport and pedestrian streets and laid through public recreational areas. Cycle paths and cycling routes are distinguished with the help of a contrasting coating, special markings, and are equipped with sound and light signaling systems, are separated from oncoming bicycle paths and other traffic routes using dividing strips, fencing structures, and terrain modeling.

Lecture “Transport communications, buildings and structures.”

All over the world, the problem of “city and transport” is of keen interest, since the vital interests of the majority of the urban population are connected with urban transport communications, structures, transport and their development. At the same time, transport communications, structures and transport are an important, but special case of the general, unusually complex and diverse communication and life support infrastructure of the city, along with technical, engineering and other types of it.

The city's transport communications include: roads and railways, including tramways, the metro, waterways, monorails, airways, which require the allocation of large territories (general and separate) and sometimes special power supply.

Ground transport communications form the planning structure of the city to the greatest extent, and a special place among ground transport communications is occupied by city highways and residential streets, historically the oldest and most closely related to the development of the city, its building density and averaging 2.0-2.5 km/sq. km.

Depending on the type of traffic on the streets, pedestrians or public transport (bus, minibus, trolleybus, tram, taxi), personal passenger cars or trucks may predominate. Among the city streets, one or several main ones stand out (in Moscow - Tverskaya, Novy Arbat, Leninsky Prospekt). Streets are different depending on their functional purpose, place in the city structure: highway, avenue, street, alley, dead end, passage, line, rampart, embankment, boulevard, etc.

Railway communications include suburban and intracity railways, passenger electric trains and freight trains. Tram tracks, carriages and their routes provide transportation of passengers on inter-highway territories in peripheral residential areas. Metropolitan serves as the most important, fastest and most popular means of transportation for the population. Monorail system is not significant for a large city and, as a rule, is unprofitable. Waterways are used only as walking routes. Airways and transport For now they are used exclusively in emergency situations.

Moscow has its own unique history of the development and improvement of transport communications, buildings, structures and vehicles, their interaction, disappearance and evolution in connection with the development of technological progress.

Transport communications are very important and unique blood arteries of any large city, feeding and ensuring its vital activity, and in Moscow, with its radial-ring planning structure, the possibilities for further development of the system of transport communications and vehicles have approached their next milestone of radical and mandatory improvement in all directions, including organizational.

The chronic lag in the construction of modern transport communications, the development of the road network, and vehicles from the ever-growing needs of a huge city is a very pressing and complex problem. As a result of the uncontrollable growth of the fleet of personal cars (200-250 thousand units per year), a deadlock has already been created with multiple congestion of the existing network of city highways and streets not only in the city center, but also on its outskirts. Now in Moscow there are almost 4.0 million cars per 3.0-3.5 million families. And their number may double in a few years...

Public transport (ground and underground) has long been in a state of obvious overload. Due to overload and traffic jams on city highways and streets during peak hours, buses, trolleybuses and trams do not adhere to their schedules. Almost twenty years of downtime in the construction of new radial lines and metro stations in residential areas remote from the center led to huge passenger flows, delays and disruptions in the movement of ground public transport, and, as a result, a significant increase in the average travel time by transport in the morning to places of work and in the evening back to residential areas.

The main and secondary streets of the central part of the capital, with the dimensions remaining from medieval Moscow, turned out to be completely unprepared for the avalanche of modern cars, which cannot always be called passenger cars. The city's main thoroughfares, avenues, highways and streets, which were built in the 1960s and designed to accommodate significantly less traffic, have now turned into complete traffic jams. The shortage of the network of main streets within the city is about 350 - 400 km. This, in turn, leads to a decrease in transport speed by 5 - 10 km per hour. On weekdays, there are an average of 650 traffic jams on Moscow roads, slowing down the movement of hundreds of thousands of cars. Accordingly, a similar, critical situation is observed with car parking, both in the center and middle part of the city, and on its “dormitory” outskirts, where cars are parked everywhere. The organizational, transport and planning efforts undertaken by the city leadership from time to time to correct the current situation are clearly insufficient, ineffective and have not yet produced tangible positive results. The city continues to be choked by transport.

The construction of the Third Transport Ring (TTK) did not live up to all the hopes placed on it to relieve traffic flows in the central part of the city. The construction of the Fourth Transport Ring (FTR) in order to relieve congestion and ease the tension of traffic flows in the outlying areas of urban development may also not bring all the expected results. The experience of solving similar transport problems in a number of large capital cities in Western European countries has shown that the more roads are built in a city, the more cars appear on them and through a short time The transport problem is even more pronounced. Obviously, we should look for other, more reliable and long-term ways to solve such a pressing problem for our city. Moreover, there is more than enough foreign experience in organizing this area of ​​urban life.

Transport communications Large cities require appropriate transport buildings and structures. These include not only railway stations, bus stations, airports and air terminals, river ports, as well as buildings and structures serving them, but also bridges, overpasses, tunnels, multi-level transport interchanges, etc. The placement of such buildings and structures in the urban structure, as well as their functional planning solutions and architectural appearance, have their own specific features in Moscow, directly related to its historical past, and now to possible future development. And in this case, the convenience, feasibility and economic efficiency of spatial placement, as well as architectural solutions of such buildings and structures should not conflict with their impact on the surrounding buildings and visual perception.

The main types of transport buildings and structures for serving the urban population and providing them with transport services in Moscow are: railway stations and station platforms (nine stations, including one closed); metro stations and interchange hubs(a network of radial lines, one ring line, about 200 stations and more than 50 interchange nodes); bus stations and bus stations(one bus station near the Shchelkovskaya metro station and a number of bus stations); air terminals and airports(air terminal near the Airport metro station, seven airports); river stations, ports, marinas(two stations and three ports).

In addition, there are special engineering transport structures: railway, road and metro bridges; overpasses, viaducts, multi-level interchanges; tunnels for road and rail transport; metro tunnels and special facilities with above-ground and underground structures for their maintenance; river embankments, piers, locks, canals, etc.

The development of transport buildings and structures in Moscow has its own interesting and remarkable history. To serve passengers of land and underground, water and air vehicles, in addition to railway and river stations, air terminals and airports, underground metro palace stations, various facilities serving these vehicles were erected in the form of taxi, bus depots, tram and metro depots with the necessary buildings and structures for temporary stay and repair of vehicles. Some of these objects, built according to the designs of famous architects during the period of Russian avant-garde and socialist realism, became world-famous architectural monuments.

Moscow bridges, tunnels, overpasses and viaducts in their own way reflect the achievements of technological progress and the creative vision of engineers and architects of past eras and the present. In many cases, their engineering, technical and volumetric-spatial solutions, in addition to functional qualities, are true works of architecture and, in essence, are real monuments of the history and culture of our city. Suffice it to mention the excellent road, rail, pedestrian and metro bridges across the Moscow River and the Yauza River.

The problems of placement, design and construction of new and reconstruction of existing transport buildings and structures (bus stations, railway stations, river stations, airports, large transport hubs, etc.) in the city of Moscow have been quite acute for a long time. We all remember the reconstruction in the 70s and 80s of the Kursky, Paveletsky railway stations, and then the Kazansky railway station, which changed and generally improved their functional and planning solutions and increased, to a certain extent, the comfort of service. Now the time has come again for their renewal and reconstruction, taking into account the current current and future requirements of function, time and place.

At the same time, the ever-increasing passenger flows of people coming and going are forcing, in addition to the existing ones, to build new, more modern and comfortable railway stations, airports and river ports and bus stations. It is necessary to carry out the reconstruction of transport buildings and structures that have already existed for a long time without relocating them, and, if possible, without disturbing the daily routine big city. At the same time, it is very important to achieve interesting functional-planning and spatial solutions, and not to disfigure urban development with new “masterpieces” of our business architecture, like the Atrium building complex, which finally ruined the Kursk Station area with its terrible functional-planning solution and odious appearance.

The obvious backwardness of our architectural and engineering thought from the modern global and especially European level of design and construction of new and reconstruction of large existing stations, interchange hubs and terminals is obvious. This was especially evident in poorly thought-out functional-planning, architectural-spatial, engineering, technical and design solutions and arrangement of similar domestic structures in recent years. To do this, it is enough to visit and carefully, closely “feel” the results and consequences of the recent and still fresh “reconstruction” of the long-suffering Kursk Station. Much of this disgusting work by the authors (designers and builders) requires urgent and complete reworking - from exits to passenger platforms and the terrible shame of updated toilets, to the vast ticket office with the same long queues and huge electronic displays, where there is no intelligible information about departing and arriving trains .

The updated General Plan of Moscow envisages in the future, in addition to the reconstruction of railway stations and the construction of new metro stations, the construction of large transport hubs in the form of new international train stations and terminals in three directions (“West” - in the MIBC “Moscow City”; “South” - on Ilyich Square; “Vostok” - on Kalanchevskaya Square). In the future, it is also planned to build several new bus stations instead of the only one at the Shchelkovskaya metro station. The beginning of construction of the Fourth Transport Ring, and then of backup routes for a number of outbound and new chord highways, promises to reduce the tension with vehicle traffic in the city to a certain extent.

To ensure the timely deployment of construction and the creation of the necessary scope of work, construction organizations first of all build transport communications and utility networks.

The selection of road parameters (length, location, coverage) is carried out on the basis of the vehicle traffic pattern at the construction site, which provides for the unimpeded passage of all vehicles into the serviced areas.

For construction needs, first of all, permanent roads are used, and, depending on the specific construction conditions, temporary roads are laid if necessary. The use of permanent roads for construction purposes reduces the cost of construction and improves production standards.

The sequence of road design includes the following stages: drawing up a vehicle traffic pattern, choosing the type of roads, determining the characteristics and designs of roads.

The layout of temporary roads should ensure the delivery of materials and structures to the operating zones of lifting construction machines, therefore road routes are designed after the transverse and longitudinal alignment of the crane installation paths. Typically, a temporary road is laid out closer to the center of the cranes' operating area in order to unload cargo most efficiently. Part of the crane's operating area, located between the road and the installation tracks, is allocated for open storage of the heaviest materials. Construction roads are designed as ring roads, and at dead-end approaches, areas for turning vehicles are provided. As the complex's facilities are put into operation, the routes of temporary roads may be changed in order to prevent traffic from passing through the operated part of the complex.

The width of the roadway is taken depending on the traffic pattern and the main characteristics of the roads presented in Appendix B - table. AT 10

For one-way traffic, the width of the carriageway is assumed to be 3.5 m, for two-way traffic and in places where crossings are widened - 6 m (Appendix B, Table B.10). When using heavy vehicles with a carrying capacity of more than 25 tons, the width of the roadway is taken to be up to 8 m. The turning radii of roads are determined by the turning radii of vehicles, which are 12...18 m. (Appendix B - Figure B.1). For single-lane roads, widening of up to 5 m is made at the turning points.

When determining the road layout, allowable distances from the edge of the road to other elements of the construction site are taken into account (Table B.11 of Appendix B).

When installing utility lines, it is advisable to first carry out work on the sewerage system used for the organized drainage of water from the construction site.

The water supply system is laid from the connection points to the city network to the water metering units located in the buildings. It is advisable to advance, during the preparatory period of construction, the laying of a network of the designed permanent water supply to the facility under construction. Temporary water supply is laid from the wells of the permanent network to the places of water consumption provided for by the construction plan.

For possible fire extinguishing in water wells (preferably on a permanent loop water supply network that provides the required flow and pressure), fire hydrants are installed - devices for connecting water fire extinguishing equipment.

The number of hydrants and their placement on the construction site or in its immediate vicinity must ensure the ability to extinguish a fire in any area of ​​the construction site.

Before the installation of the underground part begins, work must be completed to provide the construction with electricity through the laying of cable networks and the installation of power lines, and the construction of transformer substations.

In accordance with the capabilities of existing electrical networks and step-down substations in the construction area, two power supply schemes for the construction site are possible:

With the installation of a temporary low voltage supply electrical network (0.4 kV), (Figure 4.1a). Electrical cabinets are installed at the site where the supply cable enters the platform - an input distribution device with a consumed electricity meter, an on/off switch, and fuses. From the input cabinet, through the power boxes, there are 220 V electrical lighting wires (usually an overhead line) and 380 V power electrical cables to consumers - machines and tools with electric motors;

With the installation of a temporary high voltage supply electrical network (6...10 kV) (Figure 4.1b). In the absence of reserve capacity at existing step-down substations, an own step-down device is installed at the construction site - a mobile complete transformer substation (KTP) of appropriate capacity. Consumer networks on the site - lighting and power - are powered from this substation.

Figure 4.1. - Temporary power supply to the construction site: a) input of low-voltage electric cable (0.4 kV) from the existing transformer substation (TS), which has reserve capacity; b) input of high-voltage electrical cable (6...10 kV)

Transport - one of the most important sectors of the national economy, because it is he who connects the components of the economy into a single integrated system and ensures its continuous functioning and territorial organization. The transport and communication complex (TCC) is a basic link in the production and social infrastructure, material and non-material spheres. The efficient functioning of transport is a necessary condition for stabilization, structural transformations of the economy, the development of foreign economic activity, meeting the needs of the population and social production in transportation, and protecting the economic interests of Ukraine. Thanks to transport, the main stages of integration processes are realized: from free trade, due to the movement of goods, services, labor, capital, information - to the full integration of the country into the European and world economic systems. Based on the development of the transport and communications complex, opportunities for international (territorial) and intrastate division of labor are being formed.

All types of transport, communications and communications are combined into a single transport and communications complex , which, in turn, implements the processes of transportation, communications, exchange of information flows, communications in accordance with the demands of economic systems and the needs of the population due to close interaction with the environment and with each other within a certain territory (country, economic region, region, etc.). d.). Individual types of transport, communications and communications do not function in isolation. As a result, a transport and communication system is formed, which develops in interaction with all sectors of the national economy. Transport and communication system is a territorial combination of communication routes, communication networks and communications, technical means and services that ensure their functioning, which, interacting, ensure the successful functioning of the national economic complex as a whole. The operation of the transport and communication system is ensured by TKK infrastructure, including communication routes (Table 9.27), railway tracks, telephone lines, cable networks, rolling stock, Internet providers, loading and unloading facilities (for now, platforms, warehouses, services), controls, communications and communications, various Technical equipment.

Table 9.27

The main elements of the transport infrastructure of Ukraine and the dynamics of their formation

Compiled according to data from DSS Ukraine: [Electronic resource]. - Access mode: ukrstatgov.ua

The main task of transport is to ensure the production and non-production needs of the economy and population in all types of transportation. Transport, communications and communications have a significant impact on the redistribution of raw materials, finished products, goods and services, affecting their cost and price, act as the basis for the development of international relations.

According to their purpose, transport is divided into three main groups: public transport (raw materials, products, population are transported) departmental transport (for production, corporate, on-farm needs) and personal transport. 6 in general, they distinguish between passenger and cargo transport; urban (metro, trolleybus, tram, city bus, taxi, etc.) interdistrict, international.

Main species transport are:

- Land or land (rail, road, electric, pack, horse-drawn)

- Water transport (consists of sea and river)

- Air Transport ;

- Pipeline transport (product pipelines, gas pipelines, oil pipelines).

The development of transport is influenced by several factors, which are combined into two groups: natural (size of territory, relief, climate, etc.) and socio-economic (economic-geographical location, level economic development, level of scientific and technological development of the state and its regions). The transit of the territory has a very significant impact on the development of the transport and communications complex. The economic and geographical position of a state is one of the economic resources, which makes it a link in the transit system of a certain territorial space and determines its transit status in this space. From this point of view, Ukraine is not the “richest” country on the Eurasian continent, since the cross-section of the West-East (Europe-Asia) and North-South (Baltic-Black Sea) axes on its territory provides our country with ample opportunities to obtain both geo-economic, and geopolitical benefits. According to leading experts in the world, Ukraine has the largest transit indicator in Europe - 3.75.

The transport and communications complex is characterized by such a concept as logistics - comprehensive management of distribution, placement, transportation flows of inventory items in order to coordinate and rationalize cargo turnover, increase the level of transport services, ensure the safety of goods, timely delivery to places of sale and consumption and income. Logistics involves processes rational organization delivery of goods and services by optimal modes of transport (their combination or interchangeability), planning and achieving logistics, preparation and movement human resources, logistics support for trade and commercial organizations using transport and communication means. In Ukraine, the development of a modern system of transport and logistics centers such as Kiev, Odessa, Lvov, Dnepropetrovsk, Chop, Kovel, Kharkov, Donetsk, Ilyichevsk and others has been ongoing for several years.

The basic characteristics of transport operation are freight turnover and passenger turnover. Freight turnover - volume of freight transport by rail, road, sea, river, air or pipeline. It is defined as the product of the weight of goods and the distance of their transportation and is denoted t/km (t/mi). The volumes of freight transported at individual transport hubs, stations and ports consist of the total weight of sent and arrived cargo. A distinction is made between internal cargo turnover (railroads, transport hubs, stations, ports) and external (export, import, international transit) cargo turnover. The leading place in In freight turnover, Ukraine belongs to railway transport (Table 9.28), and the lowest freight turnover indicators are typical for air transport; this trend has persisted for many years.

Table 9.28

Performance indicators of various modes of transport in Ukraine in 2011-2013 (freight turnover)

Compiled according to data from DSS Ukraine: [Electronic resource]. - Access mode: ukrsiat.gov.ua

Passenger turnover - an indicator that takes into account the number of passengers transported and the distance of their trip. This is the number of passengers transported by a certain type of transport per unit of time - hour, day, month, year over a certain distance, characterizes the intensity of passenger movement through specific point or in direction. Passenger turnover in Ukraine in the period 2011-2013 had a downward trend for all types of transport, from 134,254.0 million passengers. km in 2011, up to 128,508,200,000 passengers. km in 2013. The leading place in terms of passenger turnover belongs to road transport, but in 2013 its indicators were almost equal to railway transport (Table 9.29).

All types of transport are developed in Ukraine. For 10 thousand km2 of territory there are 370 km of railways, 75 km of river navigation, 2017 km of paved roads.

Table 9.29

Performance indicators of various modes of transport in Ukraine in 2011-2013 (passenger turnover)

For all sectors of the economy, the indicator of transport costs per unit of production is important. Transportation costs can be reduced both by increasing the efficiency of transport, replacing one type with another, and by improving the territorial structure of production, which will reduce transportation costs when transporting raw materials, fuel and energy resources, equipment, and finished products.

The main elements of the territorial structure of transport are: railway stations, junctions; bus stations; sea ​​and river ports, piers; airports. Transport node is formed on the basis of a populated area, within which at least three lines of one or more modes of transport intersect and transport support for local and transit transportation of passengers and goods occurs. The interaction of different modes of transport is carried out in mixed-type transport hubs (for example, railway-water-road hubs - Odessa, Dnepropetrovsk, Kyiv). All types of transport have developed in Ukraine. The preconditions for the development of transport and communications are quite favorable. In communications, the density of Internet networks, automatic telephone exchanges, and mobile coverage increases in proportion to the size of the settlement and the number of consumers of communication services.

Railway transport in Ukraine it is subordinated to the State Administration of Railway Transport of Ukraine (Ukrzaliznytsia), it also includes railway access tracks of various forms of ownership that do not belong to public railway transport. Railway transport plays a leading role in the transport system of Ukraine. In terms of the length of the railway network, Ukraine ranks third in Europe (21,700 kilometers of railways). The share of railway transport in the total freight turnover of all types of transport in 2013 was about 52%, and in passenger turnover - 37%. Ukrzaliznytsia manages public railway transport and is subordinate to the Ministry of Infrastructure of Ukraine (Fig. 9.25).

Rice. 9.25. Ukrainian railways

The management sphere of Ukrzaliznytsia includes six railways - Donetsk (track length - 2928 km). Lvovskaya (4521 km). Odessa (about 4000 km), South (about 3000 km), Southwestern (4668 km) and Pridneprovskaya (3276 km) (Fig. 9.25), as well as associations, enterprises, institutions and organizations of railway transport, including 14 state-owned enterprises, 13 specialized joint-stock plants.

Ukrzaliznytsia centrally regulates the process of transportation in domestic and international traffic and manages the production and economic activities of six Ukrainian railways. De facto, it is a state-owned monopoly enterprise in the field of railway transportation.

According to Ukrzaliznytsia data as of December 31, 2013: the total length of railways is 21.6 thousand km, of which 10,237 km (48%) are electrified; gauge - 1520 mm, there are narrow gauge sections (the vast majority are 750 mm wide) and small border sections of the European standard (1435 mm); number of railway stations - 1447; railway stations - 125, of which 19 are extra-class, 12 - first class, 36 - second class, 58 - third class, freight car fleet - 116,063 units; fleet of passenger cars - 7025 units; diesel locomotive fleet - 2447 units; fleet of electric locomotives - 1547 units; number of employees - 363 thousand people; passengers transported in 2013 - 483,300,000 people; cargo transported in 2013 - 443,200,000 tons (Table 9.30).

Table 9.30

Types of cargo transported by rail in Ukraine as of 2013

Compiled according to data from the DSS of Ukraine: (Electronic resource]. - Access mode: ukiatat.gov.ua

The average density of the railway network is 40 km per 1000 km2 of territory. The densest railway network in the industrial regions of the Dnieper, Donbass and western regions of Ukraine (Fig. 9.26), contributed to this historical features, development of FORESTRY INDUSTRY, modern border position. The Kherson region has the lowest density of railway tracks (16 km per 1 thousand km2).

Rice. 9.26. Distribution of regions by railway density, km of roads per 1 thousand km2 of area, as of 2013

Source: [Electronic resource]. - Access mode: ukrproject. gov. ua/

In 2011, cargo transportation by Ukrainian railways increased by 8.2% compared to 2010 - to 468,100,000 tons, and freight turnover increased by 5.7% - to 243,500,000 tons / km. In 2013, Ukrainian railways reduced cargo transportation by 2.5% compared to 2012 - to 443,200,000 tons. The freight turnover of Ukrainian railway transport in 2013 decreased by 2.8% - to 223 million tons / km (Table 9.28).

The most important railway lines in Ukraine are: Kyiv - Korosten - Novograd-Volynsky - Shepetivka - Zdolbunov - Lviv; Kovel - Sarny - Korosten - Kyiv; Kyiv - Fastov - Kazatin - Zdolbunov - Lviv; Kozyatin - Zhmerynka - Odessa; Kyiv - Konotop - Shostka; Kyiv - Poltava - Kharkov - Debaltsevo; Fastov - Smela - Dnepropetrovsk; Krivoy Rog - Dnepropetrovsk - Donetsk; Kharkov - Dnepropetrovsk - Zaporozhye - Simferopol - Sevastopol; Lviv - Mukachevo - Chop, etc.

The largest railway junctions with developed station facilities are Kyiv, Zaporozhye, Kharkov, Dnepropetrovsk, Odessa, Chop, Fastov, Korosten, Kovel, Zhmerynka, Smela, Stryi, Lozovaya, Znamenka, Kazatin, Shepetovka, etc. The main cargoes are mineral fertilizers, Construction Materials, coal and ores, in particular iron. Various metals and oil cargoes also occupy an important place (Table 9.30). These cargoes account for about a quarter of all traffic. The most intense lines of cargo flows are Krivoy Rog - Dnepropetrovsk - Debaltsevo, Krivoy Rog - Fastov - Kazatin - Lvov, as well as lines to the seaports of Odessa, Berdyansk, Mariupol, etc.

Railways provide direct and transit connections between Ukraine and Belarus, Russia, the Baltic countries, Moldova, Poland, Slovakia, the Czech Republic, Hungary, Germany, and Romania. The most important problem for Ukraine in its integration into the European unified railway system is the narrowing of the Ukrainian railway gauge (1524 mm) to the European standard (1435 mm), as in neighboring Poland, Slovakia, Hungary and Romania. Now, on the border with these states, there are complex systems for transferring locomotives and rolling stock of trains from track to track, which significantly reduces the efficiency of railway transport, in particular in time.

Prospects for the development of railway transport in Ukraine.

Work continues on the Beskydy railway tunnel, which should provide a stable connection between Ukraine and the countries of Central and Southern Europe, service transit flows and connect Ukraine to the trans-European multimodal transport network. After completion of construction, the tunnel's capacity will increase from 47 to 100 pairs of trains per day, and the speed of passage will increase from 40 to 60 km/h. The Beskydy tunnel is the second longest (after Lutuginsky) railway tunnel in Ukraine. Located in the Ukrainian Carpathians, on the Beskid Pass. Belongs to the 5th Pan-European Transport Corridor (Italy - Slovenia - Hungary - Slovakia - Ukraine - Russia). According to the project, after reconstruction the new tunnel will be 2-track with a length of 1,822 meters (without portals 1,764.5 m). The width will be 10.5 meters, height - 8.5 meters.

The development of a modern system of transport and logistics centers is ensured, for example, on the basis of the Kiev railway transport hub, the Ukrainian State Center for Transport and Logistics Service "Liski" was formed, which included container terminals at the stations of Odessa-Liski, Dnepropetrovsk-Liski, Lugansk-Liski, Donetsk -Liski, Kharkov-Liski, which now serves the Viking piggyback train. Also, as part of the development of Ukrainian-Hungarian cooperation, negotiations are being held on the joint implementation by Ukraine and Hungary of the project for the formation of the logistics zone Kisvarda - Zahony - Chop - Uzhgorod on the territory of both countries. The project provides for a combination of 4 types of transport, in addition to rail, in particular, it provides for a gradual improvement of navigation conditions on the river. Tisa, the development of river ports, the creation of a modern air transportation center and an international transshipment transport and logistics hub on the basis of the Mukachevo airport.

The Railway Electrification Program for 2011-2016 pp. is being implemented, which will reduce the cost of transportation by 55%. Additionally, 1,562 km of operational length of railways will be electrified, primarily in sections subject to conversion to speed mode operation and included in the scope of delimitation of freight and passenger traffic.

Electronic document management is also being introduced in railway transport. The development of multimodal transportation is intensifying. One of the most common types of combined (referring to multimodal) transportation is container and piggyback trains, which are formed on the territory of both Ukraine (Viking and Yaroslav) and other countries. Since 2012, the combined transport train "Viking" began regular (twice a week) service across the territory of Ukraine (previously there was no clearly defined frequency of departure of the train, which slowed down the passage of goods through Ukrainian territory).

Automobile transport is important in the overall transport system of our country. Cars are widely used in the national economy. They are used for the delivery of various raw materials to industrial enterprises and the removal from enterprises of finished products and various types of structures during the construction of buildings and other structures, as well as for mass transportation of agricultural products. Road transport plays an important role in the transportation of passengers.

Road transport holds first place in terms of the volume of goods transported and third in terms of cargo turnover; it accounts for 52% of the passenger turnover of Ukraine. As of 2013, the length of public roads with hard surfaces in Ukraine amounted to 166.1 thousand km, which is 70.5 km more than in 2012 (in 2011 their length increased by 181 km). In a territorial context, the length of public roads increased in 12 regions of the country, with a high absolute increase in Zaporozhye (by 18.6 km), Donetsk (by 12.2 km) and Ternopil (by 10.9 km) regions. A reduction in their length was recorded in Cherkassy (by 5.2 km), Kirovograd (by 0.9 km) regions and Autonomous Republic Crimea (at 1.1 km).

Among the regions of Ukraine, the highest density of paved roads per 1000 km2 was recorded in Lviv (376.0 km), Ternopil (361 km), Chernivtsi (355 km), Khmelnitsky (346 km) and Vinnytsia (339 km) regions, and the smallest - in Kherson (174 km), Nikolaev (195 km), Lugansk (219 km) and Chernigov (227 km) regions (Fig. 9.27). In total, in 2013 in Ukraine, 97.9% of the total length of public roads had a hard surface. The lowest proportion of paved roads in their total length was recorded in Volyn (93.1%), Sumy (93.1%) and Chernihiv (93.7%) regions. The best situation was in the Autonomous Republic of Crimea (including Sevastopol), Ivano-Frankivsk and Poltava regions.

The quality of Ukrainian roads by European standards is low. An imperfect vehicle fleet and lack of necessary service on the roads, as well as the high price of automobile fuel, make motor transport one of the most expensive modes of transport. Motor transport is of great importance for servicing the agro-industrial complex, transporting short distances and delivering goods and passengers to hard-to-reach areas. Ukraine has a fairly evenly distributed dense network of roads (average density - 300 km of roads per 1000 km2 of territory).

Rice. 9.27. Distribution of regions by road density in Ukraine, km of roads per 1 thousand km2 of area, as of 2013

Source: [Electronic resource]. - Access mode: ukrproject.gov.ua/

Road transport is the only mode of transport that achieved an increase in cargo transportation volumes in 2013 (by 2.8%), with a transportation volume of 184 million tons of cargo.

The development of public roads lags behind the pace of motorization of the country. New roads in 2010. 100 km built in 2011. - 150 km, in 2012 - 50 km, in 2013 - 3 km. Due to unsatisfactory transport and operational conditions, the average speed on Ukrainian roads is 2-3 times lower than in Western European countries. The condition of Ukrainian roads limits the possibilities for the development of road transport, makes it economically unprofitable to operate domestic roads modern cars with improved technical and environmental characteristics, narrows the transit possibilities of Ukraine. Roads of the first category make up only 1% of the total length of roads, the second - 8%, the third - 17%, the fourth category - 63%.

The largest nodes are all regional and many district centers. Important interregional and interstate highways pass through the country: St. Petersburg - Odessa, Moscow - Kyiv - Lvov; Uzhgorod - Central European countries; Moscow - Kharkov - Sevastopol; Kyiv - Dnepropetrovsk - Donetsk, etc. There are intentions to implement a project combining Ukraine with modern high-speed highways of Western and Central Europe. For this, first of all, it is necessary to improve transport highways, vehicles, transition to environmentally friendly pure species Pali va (Ukraine's motor transport is still the leading polluter of the atmosphere), the creation of an extensive modern car service network, the development of multifunctional transport and logistics centers and the like.

Pipeline transport , the most economical type of transportation of oil, petroleum products, chemical products (ammonia, ethylene) and gas from places of extraction and production to areas of their use and processing. Main product pipelines, oil pipelines and gas pipelines transport these products over long distances, short line, with minimal losses.

In the structure of cargo turnover, pipeline transport ranks second (more than 40%). Nowadays, pipelines transport not only liquid and gaseous substances, but also bulk solid materials (in the form of a pulp mixture, under high pressure). Pipeline transport is environmentally friendly, relatively cheap, efficient and highly profitable. The total length of pipelines in Ukraine is 45,725 km - this is the fifth largest in the world.

Oil pipeline transport 94% of all oil consumed by the Ukrainian economy is supplied. The system of main oil pipelines in Ukraine includes 19 oil pipelines with a diameter from 720 mm (53%) to 1220 mm (7%). The length of the oil pipelines along the route is 3,506.6 km, and in one thread - 4,767.1 km. Also, the system of main oil pipelines in Ukraine includes oil pumping stations (51) and sites (28), the Yuzhny marine oil terminal (Odessa region), tank farms, power supply systems, and infrastructure. System input capacity is 114 million tons/year, output capacity is 56,300,000 tons/year.

The Yuzhny marine oil terminal is designed for receiving, loading and transporting oil through the main oil pipelines of Ukraine. The terminal capacity is 14,500,000. T / year, with the possibility of expansion to 45 million T / year. The deadweight of tankers is up to 150 thousand tons with a maximum draft of 13.8 m. The tank farm capacity is 200 thousand m3.

Main oil pipelines on the territory of Ukraine:

- “Friendship”, passing through the territory of the Zhytomyr, Volyn, Lviv and Transcarpathian regions;

Odessa - Brody - Gdansk - Plock, passes from the south of Ukraine through the Lviv region, further to Poland and Europe;

Kachanovka - Okhtyrka (Sumy region)

Gnedintsy - Pryluki - Kremenchug - Kherson (Chernihiv, Poltava, Kherson regions)

Kremenchug - Cherkasy

Samara - Lisichansk - Kremenchug - Kherson, and then through Snigirevka, brought to Odessa;

Valley - Drohobych (Ivano-Frankivsk, Lviv region)

Bytkiv - Nadvirna (Ivano-Frankivsk region)

Kremenchug - Lubny - Kyiv is an oil products pipeline.

Gas transportation system (GTS) of Ukraine is one of the world's largest gas transportation systems. It performs two main functions: providing natural gas to domestic consumers, as well as transit of natural gas through the territory of Ukraine to the countries of Western and Central Europe. This is a system of gas storage facilities, main gas pipelines, compressor and gas supply stations, and distribution networks. The Ukrainian gas transportation system is the second largest in Europe. It is also one of the largest in the world, consisting of gas pipelines with a total length of 37,600 kilometers. The throughput capacity of the GTS on the border of Russia and Ukraine is 288000000000 m. The throughput capacity of the GTS on the border of Ukraine and Poland, Romania, Belarus and Moldova is 178500000000 m3. Including with the countries of the European Union - 142500000000 m3.

Main gas pipelines: natural gas enters Ukraine through 22 main gas pipelines (Soyuz, Progress, Urengoy - Pomary - Uzhgorod, etc.), and leaves Ukraine through 15. Length of gas pipelines - 37. J thousand kilometers , of which 14 thousand km are ultra-large diameter pipelines (1020-1420 mm).

The Ukrainian gas transportation system also includes 72 compressor stations (122 compressor shops) and 13 underground storage facilities. All this ensures the presence of the largest active gas volume in Europe (except Russia) - about 32 billion m3 or 21.3% of the pan-European active gas volume. The system of underground gas storages includes four complexes: Western Ukrainian (Pre-Carpathian), Kiev, Donetsk and South Ukrainian.

Largest gas pipelines:

- “Brotherhood” from metro station Dolyna, Ivano-Frankivsk region to Slovakia, Czech Republic, Hungary;

- "Progress" from Russia through Central Ukraine, in Transcarpathia to Western Europe;

Urengoy - Pomary - Uzhgorod;

Shebelinka - Kharkov; Shebelinka - Bryansk;

Shebelinka - Dnepropetrovsk - Krivoy Rog - Odessa - Chisinau;

Shebelinka - Dikanka - Western Ukraine;

Torzhok - Valley;

North Caucasus - Stavropol - Donbass - Moscow;

Turkmenistan - Eastern Ukraine.

Product pipelines operate in Ukraine. The largest ammonia pipeline in Europe, Tolyatti - Gorlovka - Odessa, is designed to transport ammonia. There are several such product pipelines in the world, the fifth of which operates in Ukraine. The length of the ammonia pipeline in Russia is about 1,396 kilometers, and across the territory of Ukraine - 1018 kilometers. The ammonia pipeline has high technical characteristics, environmental and operational standards. Since then, when the main ammonia pipeline "Togliatti - Gorlovka - Odessa" began to operate, 55,000,000 tons of liquid ammonia have been transported to the Odessa port plant.

The Kalush - Hungary ethylene pipeline is operating, which transports raw materials for the production of polyethylene and ethylene from the Hungarian city of Leninvaros to the Karpatneftekhim enterprise in Kalush (Ivano-Frankivsk region).

Sea transport represented by 18 sea trade ports, which are located along the entire sea coast of Ukraine: the mouth area of ​​the Danube River, in the northwestern part of the Black Sea - in the Dniester, Sukhoi and Grigoryevsky estuaries, in the Buzko-Dnieper estuary, at the mouths of the Southern Bug and Dnieper rivers, in Karkinitsky Bay and further along the entire sea coast of Crimea, in the south and northwestern part of the Sea of ​​​​Azov.

The ports of the North-Western Black Sea region - Belgorod-Dnestrovsky, Ilyichevsk, Odessa, Yuzhny (also called Yuzhny), Oktyabrsk, Nikolaev, Kherson, Skadovsk provide transportation of foreign trade and transit flows of bulk cargo in long-distance directions; serve cargo flows of the Euro-Asian transport corridor (including oil cargo). The most significant of these ports is Ilyichevsk, Odessa and Yuzhny. Their share in total accounts for about 60% of the total cargo turnover of Ukrainian seaports. All Black Sea ports do not freeze and a significant part of the country’s export and import operations is carried out through them.

Ports of the Crimean coast of the Black Sea (Evpatoria, Yalta, Sevastopol, Feodosia) - handle regional cargo flows of the Black Sea-Azov and Mediterranean basins and partially cargo flows of the Euro-Asian oil transport corridor. Unfortunately, their operation in Ukraine has so far been suspended due to the annexation of the Autonomous Republic of Crimea.

Azov ports - Berdyansk, Mariupol provide transport services to the industrial centers of Donbass and the Volga region; participation in the transportation of export cargo to the countries of the Mediterranean and Central Europe. Navigation in the Sea of ​​Azov is complicated by its shallow depth and freezing in winter.

Ukrainian seaports are focused on transshipment of dry cargo (oil, construction materials, coal, metal ores, grain, timber, finished metal), the share of capacity for transshipment of liquid cargo is 26%. An extensive network of seaports and terminals, which serve as the starting and final points of long-distance ocean transportation connecting the Black Sea region of Ukraine with countries of other continents, generally ensures the transshipment of 35% of the cargo in the Black Sea region. Most ports are universal, and the capacities for transshipment of general and bulk cargo are interchangeable, which allows redistributing the load of available capacities.

In Ukraine there are ferry crossings Ilyichevsk - Varna (Bulgaria), the distance of which is 550 km; Ilyichevsk - Poti (Georgia) Kerch ferry crossing.

The organization of direct international rail and ferry traffic between Ukraine and Turkey, Ukraine and Romania continues. Now between Ukraine and Turkey the Odessa-Istanbul railway ferry crossing and 5 ferry lines for foreign navigation are successfully operating: Ilyichevsk-Derince, Skadovsk-Zonguldak, Skadovsk-Istanbul, Yevpatoria-Istanbul, Odessa-Istanbul, Ilyichevsk-Haydarpasa (all cities are Turkish ports) .

In combination with 18 sea ports in Ukraine, there are 12 river and 4 fishing ports. Cargo traffic is served by about 300 shipping companies.

Thus, the state has a maritime industry that combines sea and river ports. The volume of cargo handling by sea and river ports decreased in 2013 by 13% compared to 2010. This happened, first of all, due to a reduction in the volume of processing of export cargo as a result of changes in market conditions in individual species products produced in Ukraine, and due to a decrease in the volume of transportation of transit goods that were sent bypassing Ukraine. Thus, the volume of transit cargo handling by Ukrainian ports in 2013 decreased by 24.6% compared to 2012 and by 58% compared to 2007. Water transport showed an increase in transportation volumes in 2013 alone by 10.6% compared to 2012 due to the active development of cruise shipping in the Autonomous Republic of Crimea.

River transport is one of the cheapest, but has a number of difficulties: seasonality of operation, low speed, outdated composition of ships, and the like. In 2013, river transport transported 6 million tons of cargo, which is 25% less than in 2012. The share of transportation by this type of transport in the total volume of freight traffic is currently less than 1%. At the same time, river transport is promising for the development of mixed multimodal container transport, also taking into account its environmental friendliness and cost-effectiveness.

Inland navigable river routes of Ukraine pass mainly through the waters of the Dnieper and Danube and have a length of up to 5,000 km. The main water transport route in Ukraine is the Dnieper waterway, along which cargo and passengers are transported. The shipping routes of the Dnieper intersect with highways and railways and are part of the national network of international transport corridors.

Public river ports are located on internal navigable river routes and are located in places of significant concentration of the industrial and agricultural potential of Ukraine - Chernigov, Kyiv, Cherkassy. Kremenchug, Dneprodzerzhinsk, Dnepropetrovsk, Zaporozhye, Novaya Kakhovka, Kherson, Nikolaev. The largest shipping company on river arteries is Ukrrichflot. It includes Dnepropetrovsk, Zaporozhye, Nikolaev, Kherson and Chernigov river ports with a total cargo handling capacity of about 24 million tons. River ports are used for transshipment of export-import cargo, such as rolled metal, scrap metal, timber, coal, coke, ferroalloys, sand, bauxite, grain, container and packaged cargo. The largest volume of freight traffic should be in the Kiev, Dnepropetrovsk, Zaporozhye and Kherson regions.

The main ports on the Danube - Izmail, Kiliya, Reni, Vilkovo have great importance for trade operations with Europe (up to 10 countries). In small areas the Dniester, Southern Bug, Seversky Donets, and Desna are also navigable. However, more than 90% of all river transport in the country is carried out along the Dnieper, Pripyat and Desna. The biggest problems of river transport are the obsolescence of the river fleet, the low level of development of modern infrastructure, and the need for investment.

Prospects for the development of water transport in Ukraine.

The Danube-Black Sea Canal is currently being built in Ukraine on the Ukrainian section of the sea area. The construction of the enclosing dam of the sea access canal with a length of 2.73 km has been fully completed. The construction of the dam will reduce the volume of dredging work and, accordingly, the costs of maintaining the passage, and will also stabilize the value of the passage settlement. Already now, the Danube-Black Sea deep-sea passage accepts ships with a draft of more than 5.5 m.

Today, it is simplified for foreign vessels to enter Ukrainian river ports, with the owners of which international agreements on navigation on inland waterways have been concluded. Cargo ships of companies that have not concluded international agreements on navigation on inland waterways are given the right to enter river ports on the basis of one-time permits State Inspectorate on safety in maritime and river transport. This will contribute not only to the revival of transit transportation by river transport, but also to the switching of certain volumes of transit by road to environmentally friendly river transport. This will also contribute to the wider spread of combined transport with the participation of shipping companies (river-sea) in the Rhine-Danube river basins of Germany, Austria, Hungary, Slovakia, Romania, which also have connections with the Dnieper through sea routes of the Black Sea and which may be developed in the future with the participation of Ukraine.

Leading sea trade ports are developing programs to expand and modernize port infrastructure. Further development of infrastructure facilities of leading sea trade ports is being carried out, primarily Odessa, Ilyichevsk, Yuzhny, Kherson, Belgorod-Dnestrovsk, Mariupol. In Odessa, a new container terminal is being built on the Quarantine Pier, which will be capable of receiving modern container ships, which now mainly call at Constanta or Novorossiysk.

Air Transport used in Ukraine mainly for passenger transportation. In terms of average transportation distance per passenger, air transport in Ukraine ranks first and exceeds railway transport by more than 10 times. The advantages of air transport are speed and the ability to deliver goods to hard-to-reach areas. The air fleet is important for the transportation of passengers, mail, valuable and urgent cargo. Carries out the vast majority of transcontinental passenger transportation and transportation of goods with a short shelf life over considerable distances. However, air transport is characterized by high costs and dependence on weather conditions.

The largest cities in Ukraine each have two airports: Kiev: "Boryspil", this airport can receive all aircraft without exception that exist in the world and "Kiev (Zhulyany)", Odessa - "Central" and "Zastava", the largest also include airport "Lviv" named after Daniil Galitsky, Dnepropetrovsk, Donetsk, Kharkov, Simferopol, Zaporozhye.

There are long-distance flights to Frankfurt, Paris, Toronto, New York, London, Beijing, Tel Aviv, and Vienna. Relations with the countries of the Middle East, Russia, and China are expanding. Largest quantity flights are carried out to Moscow.

Cargo transportation by civil aviation in Ukraine is practically not carried out; the volume traditionally does not exceed 0100000. T per year and constitutes less than 0.1% of the total volume of cargo transportation. In Ukraine, it was possible to avoid a drop in passenger traffic by air transport, despite a 20% decrease in traffic volumes in 2013 as a result of the cessation of Aerosvit’s activities in the market.

To date " international Airport"Boryspil", in order to increase the volume of transit traffic, is implementing the creation on its basis of a leading hub hub terminal (logistics hub) is a large-scale logistics center that is created to optimize the entire scale of supplies and transportation, and all enterprises and modes of transport that are united by such a logistics center receive proper and appropriate loads and the most rational routes.

Also, preparatory work continues with the aim of concluding an agreement between Ukraine and the EU on the Common Aviation Space, which will provide Ukraine with equal conditions with EU countries in the global air transportation market by bringing the state of the domestic transport network in line with EU norms and standards, which will help attract transit flows of European and Asian countries through the territory of Ukraine.

In cities and towns of Ukraine it operates urban passenger transport based on the use of the subway, trams, trolleybuses, municipal buses, minibuses and the like. Metro lines operate in Kyiv, Dnepropetrovsk, Kharkov; in total, there are 1,136 metro cars in Ukraine. The tram is used by residents of 24 cities of Ukraine (Kyiv, Dnepropetrovsk, Vinnitsa, Krivoy Rog, Kharkov, etc.). High-speed trams operate in Kyiv and Kharkov. The trolleybus can be used by residents of 46 Ukrainian cities, operating from 596 trolleybuses. In all major cities, regional and district centers, municipal buses and minibuses (in Ukraine they are called “marshrutkas”) transport passengers.

The combination of cities and misgechoks is provided by public buses providing intracity transportation. Passenger taxis provide transport services almost everywhere.

Communications and communications is the most modern, diverse and rapidly growing sector of the national economy. The communications industry is one of the priority components of the Ukrainian economy, which is characterized by stable development (Table 9.31).

Thus, in 2011, income from the sale of postal, communications and telecommunications services amounted to 50200000000 UAH, including 18400000000 UAH to the population. In 2013 they increased by 4.3% and 83.7%. The share of industry income in Ukraine's GDP was about 8%. The population is an active consumer of communication and communication services.

Table 9.31

Income from the provision of communications services, mail and telecommunications in Ukraine in 2011-2013 (million UAH)

Compiled according to data from DSS Ukraine: [Electronic resource]. - Access mode: ukrstat.gov.ua

In 2013, income from the provision of services for transmitting and receiving television and radio programs, radio communications increased by 9.7%, cable television - by 6.4%, computer communications - by 20%; provision of Internet access services - by 15.3%, postal services - by 9.1%, wire broadcasting - by 18.5%, city telephone communications - by 34.5%, supervision and technical control of the use of radio frequencies - by 18 .3%, rural telephone communications - by 31%. Income from the provision of telegraph communication services decreased by 26.3%, special and courier communications - 1.5%, IP telephony - 15.5%, courier activities - 7.1%, long-distance (including international) telephone communications - 34, 2%. Income from services mobile communications grew by only 1.2%. The number of mobile subscribers in Ukraine as of 2013 was more than 61,720,000 people (the number of activated SIM cards is taken into account, because there is a tendency for two cards to be activated by the same user). In recent years, mobile communications has remained the leader in terms of revenue. Its share in the total income of this area in 2013 was 62%. Along with mobile operators, there are city and long-distance telephone networks. -Due to the rapid development of Internet communications, the need for telegraphs is gradually decreasing, but the role of modern new postal delivery of goods is increasing. The post office actively cooperates in Ukraine with Internet sites and delivery services.

The Internet is a new level of communication. Ukraine is also part of global networks. In addition to the population, the Internet in Ukraine is widely used by many companies as a means of communication - both within the company and with other organizations; as a means of communication with product support and support departments, as media for disseminating information about new developments and products of enterprises and industries, for communicating with clients and for finding new personnel, and many businessmen use the network to make transactions, conduct negotiations, in 2013 49 .8% of the adult population of Ukraine used the Internet. Thus, the growth in the number of users continues at an even faster rate than predicted. The growth rate during 2012 was 16%, which is slightly lower than the record jump of 34% in 2011. Compared to developed countries of Western Europe and North America, Internet penetration in Ukraine is spreading somewhat slower. For example, comparable to Ukraine, the level of Internet penetration (56%) was in the United States in May 2013, only not among the entire adult population, but in the age group 65 years and older. Currently, the Internet penetration rate among adults in the United States in 2013 is 85%, in Russia - 7%.

The main axes of disagreement in the spread of the Internet in Ukraine remain unchanged: age and type of settlement. -There is still a linear inverse relationship between age and Internet use. The younger the age. the higher the Internet penetration. Such disagreements significantly affect not only the forms of information consumption, but also its content, perhaps potential threat deepening misunderstandings between generations.

Over the past few years, disparities in Internet penetration in populated areas of varying sizes have noticeably smoothed out. At the moment, the rural areas of Ukraine lag significantly behind in the development of the Internet, whose residents more often refer to limitations in the technical capabilities of connecting sparsely populated areas.

In our country there is a state service for special communications and information protection of Ukraine - a special-purpose state body that ensures information security in the context of the national security of Ukraine. Created on the material and technical basis of the Department of Special Telecommunication Systems and Information Protection of the Security Service of Ukraine. It is envisaged to create a unified national communications system.