Ministry of Education of the Republic of Belarus

Educational Institution "Brest State Technical University"

Department OFIGiG

abstract

Topic: Development prospects road network and main directions technical progress highways

Completed by: student group 611 Evgeniy Vorozin;

Received by: Professor P.V. Shvedovsky.

Brest - 2009

Introduction

The state of the road network and highways today

Industry program "Roads of Belarus"

Improvement of design and construction methods for roads and bridges

Improving the methods of repair and maintenance of roads and bridges

Improving methods for the reconstruction of roads and road structures

Improving road safety

Quality improvement road works and road facilities

Improving the environmental safety of the road sector

Personnel issue

Conclusion

List of used literature

The road network is one of the most important sectors of the economy, performing the function of a kind of circulatory system in the complex organism of the country. It not only helps to meet the needs of the economy and the population in transportation, but, together with cities, forms the “skeleton” of the territory, provides significant influence on the dynamism and effectiveness of social economic development individual regions and the country as a whole. World experience shows that without developed transport, car network it is impossible to create an efficient market economy.

The current trends, global and national imperatives define the strategic goal of sustainable development of the Republic of Belarus as a dynamic increase in the level of well-being, enrichment of culture, morality of the people based on the intellectual and innovative development of the economic, social and spiritual spheres, preservation of the environment for current and future generations. The Republic of Belarus has a set of favorable factors and conditions that contribute to its transition to sustainable development. This is, first of all:

Favorable economic-geographical and geopolitical position;

Developed system of transport communications and industrial infrastructure in general, etc.;

The Republic of Belarus has a favorable economic and geographical position, being in the center of Europe at the crossroads of the most important trade and communication systems between the economically developed Western European countries and the regions of Eurasia, which have the richest natural resources. The most important indicator of integration transport system Republic of Belarus is the rational use of the existing road network, the realization of the advantages of its geographical location and communication ability, providing shortest way European countries with Eastern and Asian continents. But in order for the road system of the Republic of Belarus to transform into a world-class road system as quickly as possible, it is necessary to carry out a comprehensive modernization of the entire road industry.

Thus, the chosen topic of the work is quite relevant.

The aim of the work is to study the organization of the road network and develop ways to improve the road industry.

The state of the road network and highways today

An extensive network of roads has been created in Belarus, which makes it possible to provide year-round communication with all settlements. Length of the road network common use is 83.640 km, of which 15.426 km are republican, and 68214 are local roads, while the density of roads per 1,000 square kilometers of the territory of the republic is more than 360 kilometers. Among the road-developed countries of Europe, Belarus ranks twelfth in terms of length per 1,000 inhabitants and fifteenth in terms of the density of national roads.

Trans-European and international transport routes are complemented by national and regional transport communications linking the network of urban and rural settlements countries and providing their foreign economic relations.

The geopolitical position of Belarus is determined by the fact that the republic is located between the largest countries of the CIS, of which it is a member, and the countries of the European Union. The territory of Belarus is a watershed for the basins of the Baltic and Black Seas.

Motorway M1/E30 Brest-Minsk-Russian border (592 km) is a continuation of the European highway Cork-London-Berlin-Warsaw. The highway Kaliningrad - Kaunas - Vilnius - Minsk - Gomel crosses Belarus from the northwest to the southeast and ensures the transportation of goods to the largest seaports. The largest highway, stretching from St. Petersburg to Odessa through Vitebsk, Orsha, Mogilev and Gomel, connects the northwestern region of Russia, and through it the Scandinavian countries with Ukraine and the ports of the Black Sea. The important route Minsk - Grodno - Gdansk provides the shortest connection between the countries of the northern part of Western Europe through the seaport of Gdansk in Poland with Belarus, Russia and Ukraine.

International road carriers deliver goods to more than 60 countries of the world. At their service on state border In Belarus, there are 37 road checkpoints, a network of parking lots, gas stations, hotels, coffee shops, dispatch stations has been created and is being developed.

There are 155 diagnostic stations and control points, including 25 mobile ones, to meet the needs of car owners in state inspection services.

Every year, new sections of republican highways are put into operation.

There are 1116 toll facilities operating on motor roads and 65 roadside service sites have been reconstructed. 205 technical conditions and approvals for the placement of roadside service facilities were issued.

Benefits of road transport

Road transport is the most popular today. The advantages of road transport over other modes of transport are as follows:

Maneuverability - the ability to concentrate transport where required. Collection and delivery of goods can be carried out without reloading, to all points where the car can reach. It is this characteristic, more than any other, that is taken into account when, in domestic transport, road transport is preferred over all other modes of transport;

Urgency and regularity of delivery. The time of collection and delivery of goods can be assigned quite accurately. This is important when labor is involved in loading and unloading and when the arrival of the cargo is synchronized with the needs of production. Delivery can be arranged according to the "just in time" system - just in time;

Greater safety of transported goods. Compared to transportation by other modes of transport, the loss, loss and pollution of cargo is much lower due to the fact that the driver carrying out the transportation is responsible for the safety of the transported cargo. At the same time, packaging is required in smaller volumes or even not required, since, as a rule, there is no transshipment of goods.

Industry program "Roads of Belarus"

According to the department "Belavtodor", the industry program "Roads of Belarus" is operating in the country until 2015. The goal of the program is to create conditions for the further dynamic development of the national economy, ensuring the country's security and defense capability, implementing the state's social policy and further increasing the business activity of the population.

The system of measures provided by the program is a set of interrelated measures and mechanisms aimed at improving the transport and operational condition of roads and providing the real sector of the economy and the population with road transport. The activities are supported by the scope of works on construction and reconstruction, overhaul, current repairs and maintenance of highways. The program defines the main areas of activity in the field of improving road safety, developing scientific and technological progress, staffing, development of roadside service.

Thus, as a result of the implementation of the program, by 2016 the transport and operational condition of the republican roads will significantly improve: according to the integral indicator of evenness, the existing length of sections with unsatisfactory transport and operational condition (2680 km) will be excluded, with a satisfactory one it will decrease from 7734 km to 6897 km, and in good condition increased from 4992 km to 8636 km. The length of sections of highways with exceeded overhaul periods for major repairs will decrease from 10,729 km to 7,145 km. All bridges and overpasses will comply with regulatory requirements. The length of sections of republican highways of category I will increase by 314 km, which will total 1,408 km. Republican highways connecting Minsk with regional centers and on the directions of international transport corridors, will provide the passage of a load on a single axle of 11.5 tons. Based on the analysis of traffic intensity, construction costs, economic efficiency, bypasses will be built for the following cities: Baranovichi, Verkhnedvinsk, Vitebsk, Kalinkovichi, Volkovysk, Grodno, Lida, Slonim, Mogilev, Molodechno and the urban-type settlement Pogranichny.

Improvement of design and construction methods for roads and bridges

The intensive path of expanded production puts a number of important issues requiring an urgent solution.

It is necessary to accelerate the pace of construction of paved roads. At the same time, the industries that most actively use transport, the so-called transport-intensive ones, impose new requirements on it to increase speeds and increase the tonnage of delivered goods.

This direction provides for the improvement of the methodology of design and survey work based on the widespread use of the latest automated systems, the formation of an updated regulatory framework in the field of design and construction of roads and bridges, organization and quality control of the construction of public roads. It is planned to create new materials, structures and technologies to improve the reliability and durability of structures based on deepening knowledge in the field of the mechanism and patterns of operation of all structural elements roads in various natural conditions. At the same time, the solution of the problem of increasing reliability and durability should not cause a significant increase in capital investments at the stage of work. building complex. The implementation of works in this direction should allow obtaining additional financial opportunities for the construction of public roads and artificial structures on them by reducing the cost of the construction complex.

The direction includes:

Development of improved technologies for engineering surveys and computer-aided design of public roads and bridges, incl. development of the use of GPS-systems;

Development of design standards for public roads, taking into account the need to harmonize domestic and foreign standards to ensure uniform traffic conditions on international routes;

Development of norms in the field of organization and supervision of the construction of public roads, taking into account the provision of the required level of quality of road works;

Creation and implementation of new artificial materials with controlled physical and mechanical properties for use in different layers road structures and the creation of new non-traditional road structures;

Development of alternative binders for coatings of highways of high categories;

Improving the methods of using durable cement concrete pavement structures.

Improving the methods of repair and maintenance of roads and bridges

At present, an extremely undesirable increase in the service life of road and bridge structures without major repairs is characteristic; accordingly, the process of aging of the materials of their structural elements continues. The average service life of road surfaces and bridges has increased.

The current state of the Belarusian highways causes serious concern among the road builders, forcing them to propose to the government not always popular preventive measures. But when making certain decisions, the road builders at the same time understand well that the roads do not exist on their own, they are created for movement along them. At the same time, the road ideology cannot run counter to the nationwide ideology, which rejected the pathological ordinary people method " shock therapy". Such “therapy” in Belarus is unacceptable for roads as well. We are talking here about a natural, but unfavorable trend in this period of acute lack of financial resources to get momentary profit from the passage of as many of the same heavy transit vehicles through our republic as possible.

Road workers in this situation, in order to preserve the road network, willy-nilly are called upon to play a deterrent role. Because of this, a golden mean must be found in the operation of roads, which would, on the one hand, make it possible to bring profit from transit through our republic, and on the other hand, prevent incomparable damage to domestic roads. After all, the state does not yet have multibillion-dollar funds for the restoration of roads. With all understanding of the importance for households and citizens of the republic local roads it must be remembered that the most intensively exploited are the republican roads, which provide more than 70% of the freight work of road transport and almost all international road transport. The results of the annual diagnostics of the republican highways indicate the emerging trend towards a decrease in the main transport and operational indicators (carrying capacity and evenness of road surfaces).

In order to preserve the roads in our especially unfavorable weather conditions, Belarusian road builders are forced to introduce temporary restrictions on weight parameters for the movement of heavy vehicles in the spring. Vehicle along a number of roads. Many complain in general about the low permissible loads in our country, while pointing to European roads. Indeed, according to European standards in their best performance, the load on a single axle is 11.5 tons. But this does not take into account the most important aspect, how design features European roads. So, in most EU countries, the thickness of pavements is 2 times greater than that of Belarusian ones, and the bearing capacity is almost 3 times. But even so, the passage of super-heavy trucks there is provided only along international transport corridors according to strictly established rules.

Improving the system of repair and maintenance of roads and bridges is aimed at developing an effective set of measures that can, in a short time and at a rational level of costs, make up for the accumulated underrepair of structures, as well as create an organizational and scientific basis for the transition mainly to the widespread use of preventive measures that can significantly reduce costs. for the repair and maintenance of roads and bridges. The most important measure is the development of the state system of road maintenance, its organizational design and methodological support. To scientific support improving methods of repair and maintenance of roads also include:

Development of methods for assessing and predicting the state of the subgrade, pavement and coatings during operation;

Development of methods for increasing the crack resistance of asphalt concrete pavements on various bases;

Development of principles and methods for the application of preventive measures and repairs that can significantly reduce the cost of repair and maintenance of roads, including methods for assessing, predicting and forming ruts, bumps, pitting, cracks, peeling and spalling;

Development of methods for eliminating deformations and destruction of the subgrade and pavement at an early stage of their development;

Development of cold technologies in the repair and maintenance of roads;

Search for new methods of winter maintenance of roads, protection of roads from snow drifts, forecasting and preventing winter slipperiness by creating anti-icing coatings, new environmentally friendly chemical materials;

Development of methods for assessing and predicting the service life of bridges in operation based on their monitoring.

Improving methods for the reconstruction of roads and road structures

Given the lack of financial resources, the Belavtodor Department was forced to change priority areas in road works. The main attention is paid to the systematic maintenance of the existing road network, the prevention and elimination of minor damage to roads and structures, and the improvement of conditions for safe traffic. This allows you to quickly eliminate the pitting of road surfaces, implement thin protective layers, apply road markings, improve drivers' awareness of the conditions and directions of movement by introducing route orientation and timely replacement or installation of road signs, as well as the operational situation on the roads through the media. Of course, in the face of a shortage of financial resources, issues of economy and frugality come to the fore.

The direction includes:

Solving the problem of the most efficient use of elements and structures of the existing road, by developing special standards and requirements for the design of reconstruction;

Solving the problems of reliable pairing of the existing and new subgrade, base and pavement, giving them equal strength and stability;

Development modern methods reconstruction of pipes, bridges and other engineering structures.

Improving the quality of road works and road structures

In this direction, first of all, research is needed that establishes the required standards for the quality of road works, taking into account the material and technical state of the industry and studies of the reliability of the work of the highway as complex system, allowing to determine the economically viable service life of individual elements of this system.

In order to improve technological discipline, it is necessary to develop regulations that define responsibility for the quality of work, as well as standards that establish the service life of road structures.

The direction includes:

Development of an industry quality control system for road and bridge works and a package of road industry normative documents by quality;

Development of an industry certification system for road products and services;

Development of a metrological support system for the road sector;

Development of express methods and instruments for quality control of road materials and road and bridge works.

Improving the environmental safety of the road sector

The operation and construction of public roads have a significant environmental impact on the environment. Based on the concept of environmental protection and sustainable development, a system of organizational and technical solutions should be developed and implemented to protect the living environment of the population from vehicle emissions, to reduce the negative impacts of road complex structures on natural systems, on the rational use of natural resources. The tasks of improving the environmental safety of existing public roads with high traffic intensity on the territory of settlements and urban agglomerations require priority attention.

In this regard, priority is given to Scientific research the following directions:

Development of methods that allow, with a sufficient degree of reliability, to assess the state of the environment in roadside areas, taking into account the intensity, composition and traffic conditions, the transport and operational qualities of public roads, protective equipment and other local factors;

Development of methods for assessing and forecasting economic damage from environmental impacts at the stages of construction and operation of public roads;

Development of methods for reducing emissions from asphalt plants and other road enterprises, taking into account technological and natural features;

Development of a monitoring system ecological state public roads;

Development of the concept of environmental management in the road sector;

Development and implementation of regional programs to improve the environmental safety of public roads.

Personnel issue

The purpose of the development of this direction is to provide the road sector with engineering and scientific personnel capable of providing high level quality of construction, repair and maintenance of roads using the latest domestic and foreign machinery and equipment and the use of the most effective technologies achieved in world practice.

The relevance of the direction is determined by the ever-increasing competition from foreign organizations and firms that are actively working in the domestic market of road construction and repair work.

The direction includes:

Training of engineering and technical personnel in higher and secondary specialized educational institutions of Belarus according to agreed programs and in accordance with the priorities of scientific and technical policy;

Financial support material base higher and secondary special educational institutions through the system of personnel training and advanced training;

Improvement of the system of additional vocational education personnel of the road sector, including the assessment and forecasting of staffing needs, the preparation of a reserve for filling managerial positions;

Creation of an incentive system to attract the most gifted young scientists and road specialists to postgraduate and doctoral studies;

Organization of a system of scientific internships for young specialists in countries that have achieved the greatest progress in the field of technology road construction;

Coordination of the topics of candidate and doctoral dissertations with the priorities of the scientific and technical policy of the road sector.

Conclusion

We made sure that in the process modern development there are fundamentally new problems that have no analogues in the past, the solution of which requires the search for new methodological approaches and new means of resolving them.

The potential of the Republic of Belarus has the ability to improve road freight transport.

The aim of the research is to create theoretical foundations and principles, as well as technology for managing the process of maintaining, improving and developing the road network based on modern methods of diagnostics, comprehensive assessment and forecasting of the state; substantiation of needs and choice of a strategy for the development of the road network; efficient distribution of funds for maintenance, repair, reconstruction, etc.

The main directions in the development of the road network are as follows:

Improving methods for designing and building roads and bridges;

Improving the staffing of the road sector;

Improving the environmental safety of the road sector;

Improving the quality of road works and road structures;

Improving road safety;

Improving the methods of reconstruction of roads and road structures;

Improving the methods of repair and maintenance of roads and bridges.

Wealth natural diversity, the presence of numerous lakes and preserved swamps determine the importance of Belarus as an integral part of the ecological network of Europe. In this regard, and not only it is necessary to improve the quality of services provided, environmental safety and competitiveness, reach a higher level of technological service.

List of used literature

1. Handbook "The State of the World's Population". United Nations Population Fund, 1998

2. Informational resources Belarus: Catalog. Issue. 6 / comp. V. N. Agafonov [and others]; under. total ed. O. I. Galinovsky, N. M. Strukov. - Minsk.: Adukatsiya i vykhavanne, 2007.

3. Aksenok I.Ya. Transport: history, modernity, prospects, problems. - M.: Nauka. - 1985.

4. Degtyarenko V.P. Highways and road transport of industrial enterprises. – M.: Vysh. school - 1981.

5. Convention on Road Traffic. European agreement supplementing the Convention on Road Traffic. Moscow, ASMAP, 1990

6. Program for the development of transit transportation of goods and passengers by rail and road through the territory of the Republic of Belarus until 2005 (approved by the Resolution of the Council of Ministers of the Republic of Belarus dated January 11, 2001 No. 33).

7. Program of social and economic development of the Republic of Belarus for 2001-2005 (approved by Decree of the President of the Republic of Belarus of August 8, 2001 No. 427).

8. Alexander PANICH “Roads and bridges of the republic. Status and prospects for the development of road and bridge facilities”

9. Materials of the construction exhibition "Budpragres".

Financing of work to bring roads into the normative state is carried out on the basis of an agreement between the road management authority of the constituent entity of the Russian Federation or authorized by it. legal entity and a contractor engaged on a competitive basis. Target budget funds of territorial road funds are formed at the expense of:

transport tax;

Excises on petroleum products in the amount of 50 percent of revenues;

Land tax in the amount of 100 percent of incomes subject to transfer to the budgets of the constituent entities of the Russian Federation;

Proceeds from the repayment of debts formed as of January 1, 2014 on the tax on road users, fines and penalties for late payment of the said tax, as well as on the final calculations on the tax on road users for 2013;

Subventions to the budgets of the constituent entities of the Russian Federation allocated from the federal budget to finance the road sector;

Other sources that do not contradict the legislation of the Russian Federation, sent to the territorial road funds in accordance with the laws of the constituent entities of the Russian Federation on budgets.

The tendency to reduce the financing of the road sector, which has been established in recent years, leads to a disruption in the functioning of the Russian economy and the transport system of the state. Expenses for financing the road sector at the expense of the federal budget and the budget of the subjects of the Russian Federation decreased from 389 billion rubles over the period. in 2011 to 182 billion rubles expected in 2016, that is, more than 2 times.

In the budget for 2015, an amount of 11.9 billion rubles is provided for financing the road sector. less than in 2014

The amount of subsidies allocated by the budget of the constituent entities of the Russian Federation to finance the construction and reconstruction of public roads has decreased. Further reduction in funding for the road sector will lead to the fact that by 2016 the length of federal highways, which are used in excess of the established transport and operational indicators, will increase by 1.4 times. This will cause a decrease average speed traffic by 20%. Over 80% of federal roads and over 95% of public roads regional significance by 2016 they will not meet the normative transport and operational indicators, which will inevitably lead to an increase in the cost of their maintenance and repair.

The fact is that after the adoption of the government program, changes occurred in tax legislation: the tax on road users was canceled, the system of deductions to territorial road funds was changed. They began to form excises on fuel and lubricants, and as a result, in most subjects of the Federation, funds for the development of the road network have sharply decreased. The abandonment of the road fund system cost the industry 80 billion rubles in losses. As a result, most of the funds at their disposal are spent by road builders on at least maintaining the existing network, and the construction of new facilities is forced to be carried out according to the residual principle. But even to accomplish this modest task, much more significant funds are needed than those that the industry today falls into.

Despite the fact that recently a number of highways have been built that meet the best world standards, more than half of Russian roads have insufficient pavement strength, more than a third of highways already require reconstruction today. It remains to add to this that 40 percent of our bridges require major repairs, and 5 percent are in disrepair. This is the state of the road network today. And in 2010, as you know, the task was set to double Russia's GDP. But one way or another it will have to be carried on our roads. The share of motor transport in freight traffic will increase from 8.8 percent to 11 percent, and in the volume of passenger traffic - from 50 percent to 55 percent. Our highways simply cannot withstand such a load. In a word, roads both in direct and figuratively become a bottleneck for the Russian economy to move forward.

You can not count on the fact that "the market will regulate everything." The experience of the most developed countries shows that the road industry belongs to the state regulation. And our Russian experience demonstrated that a road development program is most successful when it has presidential status.

Reforming the system of financing by the road industry is proposed to be carried out in two stages. At the first stage, it was supposed to revise the powers and expenditure obligations at the levels of state power and local self-government. The current target program, for example, does not consider issues related to the development of municipal roads at all. As a result, in the vast majority of our cities, funds for the maintenance of city streets are practically not allocated. Budget sources for the development of the road sector should correspond to three levels of the budget system: federal, regional and municipal.

At the second stage, there should be a gradual increase in the tax burden on road users, so that in the end it is those who drive on the roads who pay for their maintenance. At the same time, they propose to use more extrabudgetary funds for the implementation of road facilities, public-private partnerships, including for the construction of toll roads.

The implementation of the proposed measures will reduce the cost of passenger and road transport by 15-20 percent.

Another problem - perhaps the main one for our motorists. The statistics of the rapid growth of car accidents on our roads clearly shows that our roads do not always meet safety standards. For example, the need for fencing on main roads is only one third satisfied.

Legislative changes recent years aimed at reducing the tax burden on enterprises, led to a significant reduction in the sources of financing for the road sector. Moreover, the reduction in sources for the constituent entities of the Russian Federation is more significant than for the Federation, although it is replenished from the federal budget. The reduction in the tax burden has had a favorable effect on economic growth, but the excessive fall in the volume of tax competence of the constituent entities of the Russian Federation hinders the development of federalism. In the future, this, reducing the ability of the regions to maintain economic growth, may become an obstacle to the development of not only the road sector.

Rosavtodor (the state road management service) requires that the cost of road repair and maintenance services carried out by the DRSU be lower than on the free market. However, strong-willed dumping in the state order does not so much “save” budget money as it confidently leads the industry to decline and loss of personnel. This provision is connected, first of all, with the fact that Rosavtodor is placed in a position of a conflict of interest: it provides management of the activities of state DRSUs (in fact, acting as a founder), and at the same time is a state customer for them.

An analysis of the dynamics of financing aimed at the maintenance, current and major repairs of federal highways showed that these costs, with a downward trend total volumes funding for roads almost doubled: from 18,804 million rubles. in 2010 to 35,409 million rubles. in 2014 (in comparable 2010 prices).

According to the results of the analysis of domestic and foreign experience in the field of quality management, the main trend in this area is the transition from the concept of optimal quality to the concept of a quality management system based on International Quality Standards. That is, _ to building the work of the entire enterprise according to the quality management system (QMS) in accordance with the requirements of ISO 9001.

In the process of forming the required level of quality throughout the entire life cycle of the road (from marketing research before operation), the main problems of quality assurance are manifested at the construction stage, in particular, today there are no QMS at the enterprises that carry out technical supervision.

A separate problem is the improvement of the condition of road surfaces in order to reduce their wear rate and increase the permissible load (only about a quarter of all paved roads are designed for an axle load of 10 tons, while the restriction imposed by European countries requires that roads be designed for a load of 11 .5 tons).

The internal problems of the industry are: low efficiency of management and spending budget funds; low technological level and quality of road works, lack of mature market institutions and mechanisms to regulate market demand. When we talk about the low technological level of the industry, one of the main reasons for this situation is the lack of market interest on the part of the customer and the contractor in ensuring the high quality of road works. Regardless of the outcome, "the consumer pays anyway." Only he pays not with money, but with a broken suspension of his car, lost health and time. The next systemic problem is the low investment attractiveness of the industry, as a result of which almost all costs for the maintenance and development of road infrastructure today fall on the budget.

In turn, a serious obstacle to attracting private capital is the lack of necessary legislative framework. Today we do not have laws that would regulate concession agreements, the creation of toll roads, land relations in road construction. Without this, it is difficult to create an adequate market mechanism for the functioning and development of the road industry, to make it attractive and transparent for the participation of private capital. Already today, roads are becoming one of the main factors hindering economic growth in the country. According to forecasts, while maintaining existing trends by 2016:

Over sixty percent of the roads will not meet the regulatory transport and operational requirements, there will be a significant destruction of the road network;

The number of traffic accidents will increase by forty to fifty percent (40 to 45%);

Almost completely paralyzed traffic in metropolitan areas and on the approaches to big cities;

Length federal highways in excess of the standard load will increase four times, which will lead to a decrease in the average speed on the roads of the country by twenty percent (20%);

The downward trend in rural settlements and loss a large number agricultural land;

The construction and reconstruction of almost all facilities will be stopped.

The presented measures for the implementation of the subprogram are aimed at the phased resolution of the problems considered and overcoming negative trends in the development of the road industry. The experience of the leading countries of the world (USA, Japan, Germany, China) proves that with a properly chosen strategy and an adequate level of financing, roads can become the infrastructural basis on which a qualitative growth of the economy is built, an increase in social activity and the welfare of the people.

In the field of road infrastructure, first of all, it provides for the solution of three main tasks: the first task is the preservation and modernization of existing roads, the completion of the construction that has begun, and overcoming the tendency to destroy the road network. The second is the priority modernization and development of the backbone road network, primarily highways as part of international transport corridors, as well as roads that ensure the integrity of the country's economic space and communications between the regions of the Russian Federation. And the third task is to improve and develop the network of regional and municipal roads to realize the potential of the territories, cities and villages of the Russian Federation.

Until 2020, the main efforts and resources of the road industry will be concentrated on the maintenance, modernization and development of the federal road network. Under special control objects of unfinished construction will be taken. At the same time, it is necessary to adjust the subprogram "roads" as part of the FTP "modernization of the transport system of Russia", in order to bring it into line with the transport strategy, based on existing budgetary opportunities, existing federal target programs, and also as new opportunities and tools are created for attraction of additional off-budget investments. Based on the analysis of socio-economic efficiency, lists of priority objects for the reconstruction and modernization of the road network were formed. For each of these objects, the necessary amounts of financing, the sequence and the expected timing of the work have been determined.

The performance indicators of the planned investments are given. After executing in in full work on construction in progress, it is possible to move to the implementation of other infrastructure projects, the main part of which is expected to be implemented in the future.

The experience of Western countries shows that with a competent financial policy and the creation of adequate institutional conditions, roads, despite the state form of ownership, can become quite an attractive segment of private investment. An important factor is the creation of a precedent - the first " positive stories» successful implementation of such investment projects. The main organizational and legal format for attracting extrabudgetary investments should be the institution of public-private partnership, implemented through the mechanism of concessions. It is assumed that the subject of concession agreements will be toll roads built with the involvement of funds from the future concessionaire (ordinary world practice- this is the distribution of funding between the state and business) and transferred to it for operation after completion of construction for a long period.

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Based on materials provided to the State Unitary Enterprise NIiPI of the General Plan of Moscow.

Problems of the modern metropolis.

Recently, a rather difficult transport situation has been developing in the capital. The reason for this is the landslide growth of the fleet on the one hand. On the other hand, there is an underdeveloped road network, a lack of main streets, a shortage of parking spaces for storing and parking cars, serious shortcomings in the system of organization, management and control of traffic and pedestrians, as well as imperfection of the planning system and the lack of an information database. And, of course, the problems associated with financing and management in the development of the road network.

The analysis carried out as part of the transport section of the General Plan of Moscow made it possible to identify the main problems in the state of the city's transport infrastructure. For example, the lack of a network of main streets within the city limits is about 250-300 km.

The chronic backlog of road and bridge construction from the real needs of the city, aggravated by a sharp increase in the fleet of motor vehicles, has led to the fact that about 80% of highways and transport hubs, especially in the central part of the city, are operating at the capacity limit.

Constantly occurring traffic jams lead to the redistribution of traffic flows to residential streets and intra-quarter territories that are not suitable for their passage. The environmental situation in the city is deteriorating significantly. Low density in new areas of mass housing development street network local importance, there are no residential streets.

Currently, there is not enough about a million parking spaces to store private cars.

Plus, the imperfection of public passenger transport.

The main tasks of the development of the transport system.

Reducing the loss of time of the population for transport movements; ensuring a significant improvement in transport services for peripheral areas of mass development; unloading central regions cities from transit traffic flows; improving the comfort of passenger transportation; reducing the negative impact of transport on the environment.

There is still a need to develop off-street public transport, which is a deterrent to the use of a personal car for urban transportation. AT master plan it is accepted that on a passenger car individual transport no more than 15-20% of passengers will be transported. To ensure this indicator, it will be necessary to introduce an additional 2,000 km of backbone networks and build over 1,700,000 parking spaces.

Main street and road network.

The total length of the highway network to pass the projected traffic volumes for the estimated period will be 3100-3200 km.

In Moscow, a radial-ring scheme of highways has historically developed, which is no longer possible to change. Its development is ensured by the creation of new ring highways in addition to the existing MKAD and the Garden Ring. These include the Big and Small Third Rings and the Intracity Ring Highway, routed along Minskaya Street, Nakhimovsky Prospekt, then through the Kolomenskoye and Pechatniki districts.

The radial-ring scheme of the capital is complemented by chordal and transverse directions, providing the shortest connections between the city's districts.

The implementation of this program will significantly relieve the city center from transit traffic and significantly improve the environmental situation.

It also provides for the construction of backups of the main highways - Volgogradsky Prospekt, Varshavskoye Highway, Mozhayskoye Highway and others. Also, this step will increase the number of entries into the city. Such highways as Leningradsky, Kutuzovsky, Leninsky, Volgogradsky prospects and some others are planned to be made highways with continuous traffic through the construction of transport interchanges.

Save the big city.

Even in the first half of the century, it was clear that it was necessary to unload the city center from traffic congestion as much as possible. In 1971, it was already planned to build an additional ring highway and several chord traffic directions to bypass the center. Unfortunately, for a variety of reasons, many of these projects never came to fruition. And so, a couple of years ago, under the patronage of the Moscow Government and personally the mayor Yu.M. Luzhkov, the construction of a new, vital ring highway has begun, without which the city will simply “suffocate”. Some sections pass along existing streets that require reconstruction and bringing the entire route to technical indicators. Entering the third ring will be able to unload Garden Ring road and the city center by 15-20%.

The beginning of construction was carried out at an accelerated pace: day and night. The most expensive and modern imported equipment was involved, significant human resources were thrown. The road was built simultaneously on several sections. It should be noted that during this period other projects were commissioned in the city. But since 2001, new difficulties have appeared. The reduction of the federal tax rate for the road fund and, as such, the elimination of the latter, led to a catastrophic shortage of funds. These changes led to a sharp reduction in road construction in the city. The construction of all facilities has been practically suspended, with the exception of the third ring. So the ring is the most important task for the near future. And in the future ... it will be seen. If there were funds, there would be projects.

A few words about the ring itself.

The third ring consists of two. Small, 35 kilometers long, is located almost symmetrically to the city center. And the Bolshoi, whose length is 54 kilometers, passing for the most part along the path of the small ring of Moscow railway. In the south, both rings run side by side. The third ring is a modern urban highway with continuous traffic and road junctions at different levels. From a technical point of view, this is a very complex project. Half of the entire length of the route is artificial constructions. Estimated throughput will be 6-8 thousand vehicles per hour in each direction. The estimated speed of the track is 120 km/h. The speed limit, taking into account road conditions and the situation, will be 80-100 km/h. Estimated completion date for the entire line is 2005. Let's wait until it becomes easier and more pleasant to move around our city.

General network highways Russia is currently 927 thousand km. Including the length of paved roads 728.3 thousand km (of which 40.6 thousand km are federal roads).

The absolute indicators of the length of roads do not objectively enough reflect the provision of the country, territory with a transport network. As more objective indicators, two are usually used that characterize the density of the road network:

Fri - the relative length of the road network to the area of ​​the territory served by this network (density over the territory - Fri, km / km 2);

Mon - relative density of the road network by population - Mon, km / 1000 people.

These figures for some countries are given in Table. 2.1.

T a b l e 2.1

The roads of Russia today, unfortunately, are distinguished not only by extremely low density (according to foreign economists, a direct relationship has been established between the density of the paved road network and the level of economic development), but also by a low technical level.

Among the reasons that cause such a state of the transport process, the following can be distinguished:

Until about 1984, the rate of development of highways lagged behind that of motor vehicles. As a result, the specific load on roads was constantly growing, which led to their premature wear;

by 1995 139 district centers(7.5%) had no connection via paved roads with republican, regional and regional centers, and 1688 central estates of agricultural enterprises (6.7%) also did not have paved entrances;

the network of paved roads, according to the calculations of specialists, should be 1.5 million km;

low quality of construction is combined with excessive loads. More than 70% of the road network is designed for a load of 6 tons, while most of parka trucks have an axial load of more than 10 tons. As a result, the wear of coatings on roads designed for a 6-ton load, and used by vehicles with a 10-ton axle load, increases by 2.9 times;

of the total number of capital bridges, 5% are in disrepair, 40% require reconstruction or major repairs, and another 40% require preventive maintenance;

there is practically no system of modern service required on the roads for all road users, which increases driver fatigue and hinders the development of tourism.

It is aimed at changing this unfavorable situation in the road sector. Federal target program "MODERNIZATION OF THE TRANSPORT SYSTEM OF RUSSIA (2002-2010)"Subroutine "Car roads» .

As the main strategic directions of the subprogram accepted:

completion of the formation of a network of federal highways;

integration of a part of highways into the Eurasian system of international transport corridors;

modernization of existing federal and territorial roads, bringing their technical level in line with the parameters of the country's car park and traffic intensity;

improving the quality of road operation, the level of their arrangement, road service in order to ensure the convenience, safety and economy of transportation;

road construction in countryside in order to ensure stable communication on paved roads with settlements where the majority of the rural population lives;

increase the length of the road network by 1.35–1.4 times;

achieve a reduction in the level of negative impact of roads on the environment.

A. Rikoshinsky

Currently, the development of roads lags behind motorization, the growth rate of which is from 5 to 7% per year. Now the length of the road network is 925 thousand km, and according to expert estimates, it should be at least 1.5 million km. Up to 20% of motorways operate in overload mode. With a length of 4.3 thousand km of multi-lane highways, the need for them is 8 thousand.

Before today the formation of the main network of federal highways connecting all economic regions, which is especially acute in Siberia and the Far East. Currently, the Far East, Chukotka, northern regions Yakutia, Krasnoyarsk region, Tomsk region and a number of other regions of Russia are cut off from the unified road network of the country. Many regions do not have direct links with each other at all, as a result of which the overrun of vehicles in some directions exceeds 500-1000 km.

Most of the roads in the country have a bearing capacity that does not correspond to the axle loads of modern vehicles. The movement of vehicles in large cities is difficult.

The federal road network accounts for 5% of the total length and almost half of all transport work (mileage, freight and passenger traffic), including almost 100% of the transport service of foreign trade turnover. The shortage of capacity of the federal road network is becoming more and more aggravated, first of all, on the approaches to large cities and transport hubs countries. 39,000 settlements, where more than 10 million people live, are not connected by roads with a hard surface. And even the road network of the European part of Russia is significantly inferior to countries with developed market economies.

The low technical level of roads entails an increase in fuel consumption by 30%, and the total cost of transportation by 1.5 times compared to the indicators of developed countries. In comparison with them, the level of accidents on Russian roads is 2-3 times higher; 2,000 people die and 9,000 are injured in road accidents every year. All this points to the need big works on the road network.

About 3,000 organizations operate in the road infrastructure of the Russian Federation, employing more than 750,000 people. The development of the road works market, the increase in the quality level of competition due to the wider introduction of a competitive system for awarding contracts should help improve the quality of road works based on the introduction of the latest achievements of scientific and technological progress.

In accordance with the program "Roads of Russia in the 21st century" (approved on June 28, 2001), developed by the Ministry of Transport of the Russian Federation, it is planned to build and reconstruct 11,000 km of highways. The main attention is paid to the creation of multi-lane highways - the basis of the road network. The length of category I roads will increase by 2010 to 8,000 km, or almost twofold. It is planned that by 2010 the majority of federal roads should have a capital surface suitable for modern vehicles with high axle loads and speeds. The total length of federal highways by 2010 will increase to 50,000 km.

It is planned to build and reconstruct toll roads and bridges total length 3 thousand km, as well as the arrangement of their paid operation.

In the Central region, in addition to the reconstruction of the head sections of the Kholmogory, Belarus, Volga, Ural and Russia main roads, it is planned to reconstruct the federal highways with the expansion to four lanes as part of international transport corridors No. 2 and 9, complete the reconstruction of the highway "Don", providing access to the largest in Russia resort area and seaports on the coast of the Black and Azov Seas, in the area from Moscow to Voronezh. It is planned to build bridges across the Volga near Kineshma and on the bypass of Yaroslavl, as well as to complete the formation of the Moscow-Yekaterinburg interregional route, on which to build a number of facilities, including a bypass of Kostroma with a bridge across the Volga. Completion of the construction and reconstruction of road sections on the route of the border of Ukraine - Kursk - Voronezh - Saratov - Uralsk will provide the shortest exit from Central Europe to Central Asia and will help strengthen economic interests and national security our country.

In the Northwest region the ring road of St. Petersburg will be built, the entrances to the ports under construction and modernized in the Gulf of Finland in the Leningrad region will be built and reconstructed. This will increase the efficiency of the ports in the northern part of the Gulf of Finland and provide access to the strategically important port of Kronstadt.

Construction is also planned on the routes St. Petersburg - Vologda - Kirov - Perm - Yekaterinburg, St. Petersburg - Arkhangelsk - Kotlas - Syktyvkar - Kudymkar - Perm using the bridge being commissioned in 2001 across the Northern Dvina near Kotlas. Large objects on these routes are sections of roads on the territory of Karelia, Arkhangelsk and Vologda regions, as well as a bridge across the Kola Bay near Murmansk on the international route to the Scandinavian states. It is also planned to improve the technical level of sections of the railway line along the western border of Russia in the Leningrad and Pskov regions with the construction of bypasses in the cities of Gatchina and Pskov.

AT Southern region, In addition to work on the roads of the North-South international transport corridor and the transcontinental Eurasian ones, the construction of other federal roads will continue to ensure the redistribution and passage of interregional and international road traffic along the shortest routes to ports on the Black and Azov Seas and in Transcaucasia. Many of these facilities are of great strategic and defensive importance. Among largest facilities sections of motor roads Mineralnye Vody - Kochubey, Beslan - Vladikavkaz - the border of Georgia, bypassing Sochi, as well as a bridge across the Volga near Volgograd.

In the Volga region a bridge across the Volga in Ulyanovsk will be put into operation and the second stage of the bridge across the Volga near Saratov will be put into operation.

in the Ural region it is planned to put into operation a road bypass of Kazakhstan, construction and reconstruction individual sections on the route Perm - Khanty-Mansiysk - Surgut - Tomsk.

AT Siberian region the main task will be to complete the formation of the East-West transport corridor, which has an important geopolitical and strategic importance. The largest objects here are the construction of Novosibirsk and Krasnoyarsk bypasses, as well as the reconstruction of road sections with a low technical level as part of interregional routes providing international transportation. The construction of roads will continue in the areas of new development in the north of the Irkutsk region, in the Evenk Autonomous Okrug and other territories of the north zone, sections of roads will be reconstructed on the approaches to the state border in the southern part of the region.

In the Far East region in addition to the country's most important construction site - the Chita-Khabarovsk highway, roads will be built providing access to the Far Eastern ports, which carry out northern delivery to Yakutia, the Magadan region. and other northern territories, as well as other important roads that ensure the operation of the region's economy and solve social problems population.

Priority is given to objects and directions that have highest value for the development of both individual regions and the country as a whole, in particular the highway:

Omsk - Novosibirsk - Kemerovo - Krasnoyarsk - Irkutsk - Ulan-Ude - Khabarovsk - Vladivostok Pacific Ocean, Moscow - Vladivostok);

Moscow - Voronezh - Rostov-on-Don (its reconstruction will significantly increase the capacity of the road and ensure the safe movement of motor vehicles in southbound with access to the Middle East);

Moscow - Minsk and Moscow - St. Petersburg - State border connecting Russia with the countries of Western Europe and Scandinavia.

It is planned to allocate 331.8 billion rubles for the development of federal highways.

It is envisaged to bring specific gravity roads I, II, III category up to 20% against 18.3 at present. The length of the territorial road network due to the transfer of part of departmental roads and the construction of new roads into a network of public roads will increase to 620 thousand km. In total, for the period up to 2010, it is planned to build and reconstruct 61,000 km of territorial roads. It is planned to allocate 803.3 billion rubles for these purposes, including 266.9 billion rubles from the federal budget. and from the budgets of the constituent entities of the Russian Federation - 536.4 billion rubles.

A fundamental change in approaches to the repair and maintenance of roads is envisaged. It is planned to switch from the previously practiced repair of individual small sections of roads and structures on them to the technology of route repair of extended sections based on the diagnosis of their transport and operational condition using modern automated methods for predicting the condition of roads and planning repair work. It is also planned to modernize and bring to a standard condition sections of the street and road network in cities used to pass transit traffic flows following in the interregional and international communications. Repair work will include the entire range of works on the restoration of road elements and structures using advanced technologies and materials.

Particular attention is paid to the modernization of roads that, due to congestion, do not require transfer to a higher category, but do not meet modern requirements for safety and bearing capacity. It is planned to create a sustainable and efficient state system maintenance of roads, capable of ensuring the care and safety of structures with the optimal use of allocated funds and material and technical resources.

Measures for the repair and maintenance of federal highways provide for an increase in the volume of repair work in the period 2002-2005. by 4 - 6% annually with a subsequent increase of 1.6 times in the period 2006 - 2010. It is planned to repair 48 thousand km of federal roads, for which 311.5 billion rubles will be allocated from the federal budget until 2010, of which 127.2 billion rubles for major repairs (investments), for maintenance (other needs ) - 184.3 billion rubles.

The program of repair and maintenance of territorial roads provides for the overhaul of 54.5 thousand km of roads, for which it is planned to spend 664.8 billion rubles by 2010, including 11.7 billion rubles from the federal budget. (including capital investments of 5.7 billion rubles) and the budgets of the subjects of the Federation - 653.1 billion rubles. (including capital investments of 177.0 billion rubles).

For modernization production base it is planned to spend 14.1 billion rubles on the road sector by 2010, of which 3.5 billion rubles. from the federal budget and 10.6 billion rubles. from extrabudgetary sources.

In connection with the upcoming abolition of the existing road user tax, the program provides for reforming the system of financing roads through the introduction of taxes that compensate for the reduction in budget expenditures. Thus, based on foreign experience and general global trends in improving tax systems, financing of roads should be carried out, first of all, by imposing taxes directly on road users, including an increase in taxes on the use of fuel and lubricants. Further development and the improvement of the road financing system during the program period should also take into account the proposed entry of Russia into the WTO and provide for the harmonization of the established road fees, which will have to be collected not only from domestic, but also from foreign road carriers, with the fees in force in other countries. It is planned to continue work on attracting the private sector to finance road construction based on the mechanism of private concessions and the creation of state road corporations.

On the most important federal roads, primarily those that are part of international transport corridors, it is planned to create and develop an industry-specific communication and informatization system using modern technologies. Implementation costs information support of the road complex will amount to 7.5 billion rubles, of which 7.45 billion rubles. from the federal budget.

The main goal of the program "Roads of Russia in the 21st century" is to create conditions for improving the socio-economic situation of the country, strengthening its defense capability and economic security, increasing the competitiveness of domestic goods, increasing the mobility of the population and promoting the development and development of territories by reducing transport costs when transporting by road and phased development and modernization of public roads.

The Roads of Russia of the 21st Century program takes into account the experience of implementing the previous road program, but unlike it, it pays more attention to the choice of investment priorities, the concentration of resources on the most effective investment projects that give the maximum economical effect, as well as the formation of a unified road network of the country, as one of essential elements its transport system, based on integrated planning at the federal and regional levels.

The effect of the implementation of the program "Roads of Russia in the 21st century" has two components: economic and social. The possibility of more efficient use of regional resources is the most important reserve both for the development of individual regions and for National economy the country as a whole. Such sectors as road engineering, production of building materials, transport, oil refining and a number of other industries, including the military-industrial complex, which will participate in the implementation of the program as suppliers of goods and services, receive an impetus for their development. The national economic effect from the implementation of the program can be estimated at 8.5 trillion. rub.

The program is designed up to 2010 with implementation in two stages.

At the first stage (2002-2005), work will be carried out to maintain the road network, reduce the backlog in terms of road repairs with a simultaneous increase in the technical level and throughput of roads. The implementation of the most effective investment projects in areas overloaded with traffic - Moscow, St. Petersburg and other road junctions, the construction of facilities that ensure the geopolitical interests and security of the state will continue.

At the second stage (2006-2010), it is planned to eliminate the backlog in terms of repairs on the network of federal roads and reduce it on the network of territorial roads. The volume of work on the reconstruction of existing roads will be significantly increased, especially on the approaches to large cities. Work will continue on sections that are part of federal and main territorial roads that provide international and interregional communications.