A. Rikoshinsky

At present, development highways lags behind motorization, whose growth rate is from 5 to 7% per year. Now the length of the road network is 925 thousand km, and expert opinion 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. At present, the Far East, Chukotka, the northern regions of Yakutia, Krasnoyarsk Territory, 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 axial loads of modern Vehicle. 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 deficit is getting worse bandwidth federal road network, primarily 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 developed countries. In comparison with them, the accident rate at Russian roads ax is 2-3 times higher, 2,000 people die in road traffic accidents and 9,000 are injured annually. All this points to the need big works on the road network.

About 3,000 organizations operate in the road sector of the Russian Federation, employing more than 750,000 people. Development of the road works market, increasing quality level competition through the wider introduction of a competitive system for awarding contracts should contribute to improving the quality of road works through the introduction of the latest achievements scientific technical 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.

The construction and reconstruction of toll roads and bridge crossings with a total length of 3 thousand km, as well as the arrangement of their paid operation, are envisaged.

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 resort area in Russia 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 construction and reconstruction of road sections on the route Ukrainian border - Kursk - Voronezh - Saratov - Uralsk will provide the shortest exit from Central Europe to Central Asia and will help strengthen the economic interests and national security of our country.

In the Northwest region the ring road of St. Petersburg will be built, the entrances to the ports under construction and modernization in the Gulf of Finland in the Leningrad region will be built and reconstructed. This will improve the efficiency of the ports in the northern part Gulf of Finland and provide passage 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 international transport corridor North-South 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 the ports on the Black and Seas of Azov and in the Caucasus. Many of these facilities are of great strategic and defensive importance. Among the largest objects are sections of highways Mineral water- 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 of individual sections on the route Perm - Khanty-Mansiysk - Surgut - Tomsk.

in the Siberian region main task will be the completion of the formation of the East-West transport corridor, which for our country has an important geopolitical and strategic importance. The largest objects here are the construction of bypasses of Novosibirsk, Krasnoyarsk, as well as the reconstruction of road sections with a low technical level as part of interregional routes that provide international transportation. The construction of roads will continue in the areas of new development in the north of the Irkutsk region, in the Evenki Autonomous Okrug and other territories of the northern zone, road sections will be reconstructed on the approaches to 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 major roads that ensure the operation of the region's economy and the solution 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 countries 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 the sites to the normative state road network in cities used to pass transit traffic flows following in 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.

Special attention is given to the modernization of roads, which, due to congestion, do not require transfer to more high category but don't answer modern requirements for safety and bearing capacity. It is planned to create a sustainable and efficient state road maintenance system capable of ensuring the maintenance 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 tolls, which will have to be levied 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.

Program "Roads Russia XXI century" takes into account the experience of the previous road program, but unlike it pays more attention the choice of investment priorities, the concentration of resources on the most effective investment projects that give the maximum economic effect, as well as the formation of a unified road network of the country, as one of essential elements her transport system, based 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. Possibility more effective use regional resources represents 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.

Financing of work to bring highways to the normative state is carried out on the basis of an agreement between the road management authority of a constituent entity of the Russian Federation or a legal entity authorized by it and a contracting organization attracted 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 more than 95% of public roads of regional significance by 2016 will not meet the standard 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, there were changes in tax legislation: the tax on road users has been abolished, the system of deductions to territorial road funds has been 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 sphere of state regulation. And our Russian experience has shown 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 had a favorable effect on the 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 optimal quality to the concept of a quality management system based on international standards quality. 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 system problem is low investment attractiveness 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 large cities;

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

The trend of shrinking rural settlements and loss of 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 social economic efficiency lists of priority objects for the reconstruction and modernization of the road network have been 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 state form property, can become quite an attractive segment of private investment. An important factor is the creation of a precedent - the first "positive stories" of the 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 (a common world practice is the distribution of funding between the state and business) and transferred to it for operation after construction is completed for a long period.

Over the past year, more than 2,000 km of highways were put into operation in Russia, including 169.2 km of federal highways. The volume of budget funds allocated to the country's road sector amounted to more than 250 billion rubles last year. Of these, 120.35 billion rubles are federal budget funds. About 38 billion rubles were allocated for the construction, reconstruction and modernization of federal highways. At the same time, the country's car fleet is growing rapidly, and the development of the road network is lagging behind. The condition of existing roads is far from perfect. On the network of federal highways, about 56% of the length have unsatisfactory pavement strength, 37% - unsatisfactory evenness of road surfaces. About 28% of the length of federal roads serve traffic in overload mode, that is, approximately 48% of the total traffic on federal roads is carried out with significant losses of carriers' time.
The question of how to develop the industry is very relevant. But today in Russia there is not a sufficient number of powerful construction organizations capable of timely and efficiently mastering the funds allocated for the construction of roads. We encountered this, for example, in 2005, at the construction of the Ring Road in St. Petersburg. The same situation was during the construction of individual sections on the Chita-Khabarovsk highway. In Europe, large construction companies are growing into large industrial and financial groups. As an example, well-known French companies, which are not only engaged in construction, but also actively participate in concession projects. I hope that such companies will appear in our country. In 2005, Russia adopted the Law on Concessions, the regulation on the investment fund, and the first public-private partnership projects appeared. Not only Russian, but also foreign investors show interest in our competitions.
Unsatisfactory transport and operational condition of many road sections, poor level of improvement of main roads road junctions, indiscriminate land acquisition in the roadside local authorities building authority, an insufficient amount intersections in different levels with railways lead to a significant level of accidents on roads.
On the roads of the federal network, there are still not enough bypasses of settlements. For example, on the M-10 Moscow - St. Petersburg highway, about 130 km of the route is laid along the streets of cities and rural settlements with dense historical buildings. Pass freight transport carried out on the territories of residential development in St. Petersburg, Vyborg, Ulyanovsk, Perm, Orel, Yaroslavl, Vologda, Novosibirsk, Krasnoyarsk, Irkutsk, Volgograd and other large cities.
In many directions, especially in the regions of the Urals and Siberia, due to the lack of a sufficiently extensive road network, it is impossible to switch traffic flows to other roads if necessary, which causes low stability of the system, leads to traffic interruptions in case of unfavorable conditions. weather conditions and emergency situations.
Delay in the modernization of international routes may lead to irretrievable loss transit competitiveness of the Russian transport system due to the switching of cargo flows to other directions passing through the territory of other states. It is necessary to speed up work on the reconstruction of the main routes, the inclusion of which in the European network "E" and the Asian network "AN" over the past decade has been sought by the Russian Federation.
The situation with the state of the territorial component of the Russian road network is difficult. The length of sections of territorial roads that meet the regulatory requirements for transport and operational condition is about 24% of the total length of the network. The lack of hard-surfaced access roads to small and remote rural settlements causes large additional costs for transportation on dirt roads, which are 3-4 times higher than on roads with improved coverage. Length dirt roads to such settlements is about 220 thousand km, traffic and access to land on these roads is extremely difficult in the autumn-spring period, which leads to untimely sowing, harvesting and other work, causing significant losses of agricultural enterprises.

About 50,000 settlements do not have year-round communication via paved roads, which leads to the curtailment of production, including agriculture, and the outflow of the population from these regions.

At the same time, many regions do not have sufficient funds to ensure not only the development of their road network, but even the maintenance and repair of roads.
In connection with the entry into force federal law No. 131-FZ "On general principles organizations of local self-government in the Russian Federation” a significant part of public roads should be transferred to municipal ownership. The so-called "departmental" roads, many of which are actually ownerless, should also be included in municipal public roads. A significant part of them, according to their parameters, cannot be attributed to any of the categories in accordance with building codes and rules. Their normal operation, especially considering the provision of traffic public transport, cannot be carried out without carrying out significant work to bring it to the regulatory level. The total length of municipal highways can be over 500,000 km. However, the funding sources for these highways have not been identified. The subjects of the federation are holding back the implementation of this part of the law due to the high probability of destruction of roads due to lack of funding.
The directions for the development of the country's road sector are determined by the Transport Strategy of the Russian Federation for the period up to 2020, approved by order of the Ministry of Transport of the Russian Federation of May 12, 2005 No. 45 in pursuance of the protocol decision of April 28, 2005 No. 17 of the meeting of the Government of the Russian Federation.
The Transport Strategy defines the goals and objectives of the development of the road sector of the Russian Federation, as well as the main indicators of the transport and operational state and development of roads in long term until 2020 in conjunction with the activities of other modes of transport.
The provisions of the Transport Strategy are detailed for the medium term in the draft Transport Development Strategy of the Russian Federation for the period up to 2010.
In terms of specific activities and projects for the development of the road sector, the directions of the development strategy transport complex are detailed in the subprogram “Roads” of the federal target program"Modernization of the transport system of Russia (2002-2010)". The federal targeted program was approved by Decree of the Government of the Russian Federation of December 5, 2001 No. 848 and is significantly outdated. Significant adjustments have been made in the past year. New target indicators have been introduced, the resource provision of the program has been adopted in accordance with budget projections. The total amount of expenses for the implementation of activities of the adjusted subprogram for the period 2006-2010. adopted in the amount of 2478.7 billion rubles, including at the expense of the federal budget - 878.5 billion rubles (of which 198.1 billion rubles are subsidies), at the expense of the budgets of the constituent entities of the Russian Federation - 1703.1 billion rubles. In accordance with the actual volumes of funding, the target indicators were set, as well as the priority activities of the subprogram.
In order to concentrate financial resources on areas that ensure maximum cost efficiency, a system of priorities has been developed in areas of investment. The following have been identified as the highest priorities: firstly, ensuring the safety of roads, that is, their maintenance and repair. Particular attention should be paid to the overhaul and repair of approaches to large cities, on which the supply of the population of cities depends and through which people commute to work every day. Priority also includes measures to eliminate places of concentration of road accidents (undeveloped road crossings, railway crossings, unlit sections of roads in settlements, and so on); secondly, modernization through overhaul and reconstruction of sections of existing roads overloaded with traffic or requiring strengthening of the pavement structure, primarily those that are part of international transport corridors, which carry out the largest traffic flows, including international ones. The significance of transportation along these roads is also the greatest for the country's economy.

Acceleration is needed to address key gaps and bottlenecks in the support transport network in the field of highways. If we talk about specific positions, it is important to complete in 2008 the construction of the Amur federal highway Chita - Khabarovsk on the territory of the Chita and Amur regions, the Jewish autonomous region on the first stage of construction, and on the sections with the most traffic, as well as on the approaches to settlements, the condition of which depends on the supply of the population, its delivery to places of work, study and recreation - with a capital type of pavement. In the same period, the liquidation of the last 79-km-long earth rupture on the Kolyma highway in the Republic of Sakha (Yakutia) will be completed. The construction of the second stage of the ring road around the city of St. Petersburg will be completed on the section from the Rossiya highway to the Narva federal highway. It is planned to complete the construction of a number of city bypasses, including in 2006 the bypass of Vyborg on the Scandinavia highway and Kolomna on the M-5 Ural highway; in 2007 - bypassing the city of Vladikavkaz on the M-29 "Kavkaz" highway; in 2008 - bypassing the city of Krasnoyarsk with a bridge over the river. Yenisei on the highway "Baikal", Lugi - on the highway St. Petersburg - Pskov. In 2009, it is planned to put into operation the first and second phases of the Sochi bypass on the M-27 Dzhubga - Sochi highway to the border with the Republic of Georgia, bypassing the city of Novosibirsk with a bridge over the river. Ob on the Baikal highway.

The implementation of a number of projects aimed at creating alternative routes in the main directions of commodity circulation will continue with the involvement of extra-budgetary sources within the framework of public-private partnership. We are talking about the construction of a high-speed highway Moscow - St. Odintsovo, sections of the Central Ring Road of the Moscow Region. Implementation of the specified largest projects that are of national importance, it is expedient to carry out with the involvement of the Investment Fund. Construction, reconstruction and overhaul of sections of highways that are part of international transport corridors are being stepped up in order to increase Russia's transit potential.
In the direction of the transport corridor "North-South", in addition to the above-mentioned construction of the ring road of St. Rostov regions, Krasnodar Territory. In 2006, it is planned to commission sections of the Don road with a total length of 55 km, as well as artificial structures on it with a total length of 1300 running meters. On the M-5 Ural highway in the Moscow region and the Republic of Bashkortostan, it is planned to put into operation sections with a total length of 19.5 km.
In the direction of the Transsib transport corridor, in addition to the above-mentioned construction of the Amur federal highway Chita - Khabarovsk, sections of the route Perm - Yekaterinburg - Tyumen will be built with the commissioning in 2007 of sections with a length of 17.8 km, sections of federal roads "Baikal", "Ussuri" and others.
One of the most important priorities is the implementation of the program for the construction of out-of-class bridge and transport facilities. The program provides for the completion of the construction of a number of out-of-class bridges across major rivers, including across the river. Ob near Novosibirsk, Yenisei near Krasnoyarsk, Angara in Irkutsk, across the river. Volga near the cities of Yaroslavl, Ulyanovsk, Volgograd, Saratov, across the river. Kama near the city of Perm and near the Magpie Mountains in the Republic of Tatarstan and others. In the period up to 2008, it is planned to put into operation 12 out-of-class bridges. These bridges will open up new opportunities to improve the quality of life for many thousands of Russian citizens.
At the same time, the implementation of such large investment projects of national importance requires very substantial budgetary funds. The mentioned program for the construction of out-of-class bridge and transport facilities requires investment in the period 2006-2010. more than 100 billion rubles, of which about 78 billion rubles should be allocated from the federal budget and 22 billion rubles from the budgets of the constituent entities of the Russian Federation. At the same time, it is clear that these structures, while performing the most important social and economic tasks, practically do not increase the length of the country's road network.
The implementation of the Transport Strategy of the Russian Federation for the period up to 2020 and the Highways subprogram of the federal target program Modernization of the Transport System of Russia (2002-2010) will make it possible by 2010 to increase the proportion of the length of federal highways that meet the regulatory requirements for transport and performance indicators compared to 2000 from 39% to 43%, and the proportion of federal roads serving traffic in excess of the standard load will decrease from 26.1% to 25%. This will lead to an increase in the average speed of traffic on the network of federal highways by
eight %. The number of traffic accidents per 1,000 vehicles due to related road conditions will decrease by 8%.
During the period of the program implementation, permanent year-round communication of 3,100 settlements on paved roads with the public road network will be provided. The supply of goods and food products to the population of cities will improve, as well as the conditions for delivering people to places of work and recreation.
Completion of the construction of the Chita-Khabarovsk road will not only provide a through passage of vehicles from the Pacific coast to the western borders of Russia, but will also provide an opportunity for residents of entire regions of Transbaikalia and Far East who previously could only use the railroad.
In general, traffic safety will increase, the environmental situation in the roadside will significantly improve (primarily in cities), the noise impact of transport will decrease, the emission of harmful substances in air environment and soil. And an increase in the speed of delivery of goods will lead to a decrease in the costs of road transport enterprises, will create prerequisites for reducing the growth of tariffs for the transportation of goods and passengers, which will result in a decrease in production costs, and will affect the cost of goods, works and services.
Ensuring the repair and maintenance of federal highways is very important to improve the safety and sustainability of the transport system. The road works program provides for the concentration of funds for the route repair of a number of federal highways. Federal highways, which are part of international transport corridors, are identified as priority areas, where the highest traffic intensity is noted, as well as inconsistencies with regulatory requirements for transport and operational condition and a high accident rate. Repair work will also be carried out on the approaches to major cities. It is planned to concentrate the allocated resources on the repair and overhaul of the federal highways M-10 "Russia", M-5 "Ural", M-7 "Volga", M-4 "Don", M-8 "Kholmogory", the road Perm - Ekaterinburg - Tyumen. In total, in 2006 it is planned to carry out repairs and overhauls on sections of federal highways with a total length of 4,200 km.

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 economic development), but also 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 transport. 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 do not have hard-surfaced 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 pavements on roads designed for a 6-ton load, and used by vehicles with a 10-ton axle load, increases by 2.9 times;

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

there is practically no system of modern service for all road users necessary on the roads, 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.

Ministry of Education of the Republic of Belarus

Educational Institution "Brest State Technical University"

Department OFIGiG

abstract

Subject: Prospects for the development of the road network and the main directions of technical progress of roads

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

Enhance Security traffic

Improving the quality of road works and road structures

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 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 the socio-economic development of 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.

Current trends, global and national imperatives determine strategic goal sustainable development of the Republic of Belarus as a dynamic increase in the level of well-being, enrichment of culture, morality of the people on the basis of intellectual and innovative development of the economic, social and spiritual spheres, preservation 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 the integration of the transport system of the Republic of Belarus is rational use of the existing road network, taking advantage of its geographical location and communication ability, providing the shortest route European countries with the Eastern and Asian continents. But in order for the road system of the Republic of Belarus to be transformed into road system world-class, 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. The length of the public road network is 83,640 km, of which 15,426 km are republican, and 68,214 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 of the country 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 northwestern region 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 the state border of Belarus there are 37 road checkpoints, a network of parking lots, gas stations, hotels, coffee shops, dispatch stations has been created and is developing.

There are 155 diagnostic stations and control points, including 25 mobile ones, to meet the needs of car owners for 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 in more than any other is taken into account when preference is given in domestic transport road transport compared to 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 purpose of the program is to create conditions for further dynamic development national economy, ensuring the security and defense of the country, implementing social policy state and further increase 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 volume of work on construction and reconstruction, overhaul, current repair 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 with 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 ensure 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 poses a number of important problems for transport that require urgent solutions.