Development of transport in Western Siberia. Transport and economic relations of the West Siberian economic region of Russia

Introduction…………………………………………………………………………………………………………..….3

1. General characteristics of the West Siberian economic region. ……...4

1.1 Analysis of the economic and geographical position of the West Siberian economic region…………………………………………………………………………………………………………….…4

1.2 Economic and geographical characteristics of industrial production sectors of the West Siberian economic region, their role in Russian production potential. …………………………………………………………………….…6

2. Development of transport in the West Siberian economic region. ………..…8

3.Prospects for the development of Western Siberia……………………………………………………..11

Conclusion………………………………………………………………………………………………………………..….13

Literature…………………………………………………………………………………………………………..14

Introduction:

Today, the Russian economy is in a deep crisis, and one of its most important tasks is integration into the world economic system, the basis of which is global markets for goods and services that operate in conditions of market competition at the intra- and interstate levels. The transport services market, along with the information and financial markets, ensures the vital activity and sustainability of the entire system.

Transport is an important link in the economy of the Russian Federation, without which the normal functioning of any sector of the economy or any region of the country is impossible. Stabilization of the situation in the economy and its recovery are impossible without solving the main problems of the transport complex.

Economic zoning is the basis of territorial management of the national economy of Russia. The system of economic regions is the basis for constructing material and other balances at a territorial level when developing targeted and regional programs. Economic zoning serves as a prerequisite for improving the territorial development of the economy and is of paramount importance for the organization of regional economic management. This is especially important now, when Russian regions have gained economic independence.

Economic zoning, inextricably linked with the specialization of regions in certain types of production, is one of the factors in increasing the productivity of social labor and the rational and efficient placement of productive forces.

A modern economic region is an integral territorial part of the country’s national economy, which has its own production specialization and other internal economic ties. The economic region is inextricably linked with other parts of the country by the public territorial division of labor as a single economic whole with strong internal ties.

The purpose of this work is to characterize the location of productive forces and transport in the West Siberian economic region. 3

1. General characteristics of the West Siberian economic region.

1.1 Analysis of the economic and geographical position of the West Siberian economic region.

“Western Siberia stands out for its largest reserves and production base of natural gas (85% of proven reserves and 92% of production), oil (70% of proven reserves and 68% of production) and coal (46% of proven reserves and 42% of production).”

“The main coal basin of Western Siberia is Kuznetsk. Geological reserves of coal here are 905 billion tons (up to a depth of 600m - 211 billion tons). There are 90 mines and open-pit mines, united into the Kuzbassugol, Prokopyevskugol, Yuzhkuzbassugol and Kemerovougol combines. A significant proportion of coals are suitable for coking. Kuznetsk coals are generally characterized by high calorific value, low ash content and sulfur content. Most of them are classified as easily enriched. The thickness of coal seams here is on average about 4 m (more than in the Donbass), but there are also seams up to 20-50 m thick. In recent years, open-pit mining of coal has become widespread, which has significantly reduced the average cost of production in the basin. Some mines have mastered hydraulic mining and hydrotransportation of coal. The average annual productivity of mines in Kuzbass is higher than the national average. Increasing the share of gas and low-caking coals in a coke mine is one of the factors for the rational use of Kuzbass coals. The Itatskoe brown coal deposit of the Kansk-Achinsk basin is located in the Kemerovo region. Their geological reserves amount to 60 billion tons, the average thickness of the layers is 55 m, and they lie shallow. There is one of the cheapest types of thermal coal in the country. With the high power of power plants possible for construction, the cost of electricity can be very low. Itat coals are also important to use as chemical raw materials.

In 2005, 164,341 thousand tons of coal were mined in the Kemerovo region. This is 51,966 thousand tons of coal more than in 1970. In general, there is an increase in coal production. From 1970 to 1990, production increased, but the growth rate decreased (1970 - 113,000 thousand tons; 1975 - 137,000 thousand tons; 1980 - 145,000 thousand tons; 1990 - 149,834 thousand tons). “Then the decrease began: most of the mines were

old, the average depth of underground work reached a critical level, the danger of rock bursts, collapses, fires and gas emissions increased. Accidents resulting in loss of life have become commonplace. The quality of mined coal also deteriorated. The financial system was collapsing, powerful strikes rocked the coal industry in 1989 - 1990. The general drop in production led to a significant decrease in the need for coal. The lack of state budget funds, which has been growing since 1991, the physical and moral wear and tear of mining equipment, the crisis in the social sphere, the decline in discipline and labor productivity - all these negative phenomena have been increasing. The only way out was the restructuring of the entire coal industry, i.e. transferring it to the rails of a market economy.” By 1995, coal production had decreased to 99,336 thousand tons. And then the rise begins again (2000 - 115,090 thousand tons; 2005 - 164,341 thousand tons).

A distinctive feature of the oil resource base of Western Siberia is the large number of largest fields. Here, giant deposits such as Samotlor have been identified and are being developed (“one of the largest in the world, was discovered in 1965 and during its development brought about $245 billion to the state budget, development costs did not exceed $27 billion; for this Over time, 16,700 wells were drilled here and 3.3 billion tons of oil were pumped out”), Mamontovskoye, Fedorovskoye, Priobskoye. The rapid commissioning of the largest fields into industrial development was the determining factor that made it possible to create a powerful oil production complex in Western Siberia in record time. In total, about 400 oil, over 30 gas, oil and gas, and about 80 oil and gas condensate fields have been discovered in Western Siberia. Currently, out of the 50 largest fields in Western Siberia, 44 are in development, many of which have entered the stage of declining oil production.

Western Siberia also has over 45 trillion m of predicted natural gas reserves, mostly located in remote areas and at depths of over 3 thousand m.

In the flat part of Western Siberia, namely in the Tyumen and Tomsk regions, huge but little-used peat reserves are concentrated, reaching 100 billion tons, or 50-60% of all-Russian reserves.

The region contains 16% of agricultural land and 15% of arable land in Russia. 4/5 of all arable land is located in the south of the West Economic Region, within the Altai Territory, Omsk and Novosibirsk regions, where fertile chernozem, chestnut and alluvial soils of river valleys predominate. With proper agricultural technology and optimal moisture, these soils can provide high yields.

Western Siberia is one of the most important regions of grain farming and livestock farming in Russia. The main branch of agriculture is crop production. The main crop is spring wheat. In the south of Western Siberia they also breed camels and yaks, and in the Far North, within the tundra and forest-tundra, reindeer husbandry and fur farming are developed.

1.2 Economic and geographical characteristics of industrial production sectors of the West Siberian economic region, their role in Russian production potential

The development of Western Siberia for many years was determined by the needs of the state. Thanks to the large-scale development of natural resources, financed by the state, the region has become the main energy and raw material base and the basis for the financial stability of the country. During the reform years, the West Siberian region continued to play the role of a financial “sponsor” of the country. Moreover, its role has increased: more than two-thirds of the country’s foreign exchange earnings are provided through the export of mineral resources and their processed products. The region's resource orientation led to a significantly smaller loss of industrial potential in the reform years compared to European regions. Almost 35% of the West Siberian Plain is occupied by swamps. More than 22% of the entire territory of the plain is peatland. Currently, in the Tomsk and Tyumen regions there are 3,900 peat deposits with total peat reserves of 75 billion tons. The Tyumen Thermal Power Plant operates on the basis of the Tarmanskoye field.

The fuel and energy complex is represented not only by enterprises producing energy fuel, but also by a fairly large system of thermal power plants on the middle Ob River and individual energy hubs in oil and gas production areas. 6

The forest chemical complex is represented mainly by the logging and woodworking industries. A significant part of the wood is exported in unprocessed form (roundwood, ore stands, firewood). The stages of deep wood processing (hydrolysis, pulp and paper, etc.) are insufficiently developed. In the future, a significant increase in timber harvesting is planned in the Tyumen and Tomsk regions.

For Russia, with its vast expanses, harsh climate and large-scale transportation of bulk cargo over long distances, all-weather types of ground transport, characterized by the lowest costs, are of paramount importance. These types of transport primarily include railway and pipeline. They account for the bulk of freight work in domestic transport.

The current state of the country's transport complex is determined by the current socio-economic situation, characterized by a decline in production, a decrease in investment activity, rising prices, and instability in the internal political situation. This led to a decrease in demand for transportation, a reduction in their volumes, a worsening of the financial situation of transport enterprises and accelerated wear and tear of vehicles. In the context of tariff liberalization and falling demand for transportation, free transportation opportunities have emerged, and market competition is emerging on all modes of transport and between them. This was most clearly expressed in the increasing role of pipeline transport in the country’s total freight turnover. Today, having pushed the railway to a secondary role, it occupies a leading position in long-distance cargo transportation in Russia.

The most important trends in the functioning of the transport process, which emerged in the 90s, boil down to a steady reduction in the insolvent demand for transportation, as well as a decrease in passenger transportation by all types of transport.

The transport complex in the West Siberian region is underdeveloped, and this hinders the further development of its productive forces. However, it is characterized by high load intensity.

River transport is of great importance, the importance of which will increase significantly in connection with the construction of river ports in Tomsk, Tobolsk, Surgut, Nizhnevartovsk and Kolpashevo, and the improvement of navigation on the Tom, Keti, Tura and Tobol rivers.

A significant volume of cargo transportation is provided by shipping companies of the rivers of the Ob-Irtysh basin. Air transport is important for passenger and cargo transportation, which bears the main burden of ensuring the life of cities and towns in the northern territories that do not have railway and river connections with the main territories of the region.

The main mode of transport is railway. In addition to the main Siberian railway, the South Siberian railway operates, which played a major role in the development of the productive forces of Kuzbass and Altai. A number of lines departed from it in the northern and young directions. The Tyumen-Tobolsk-Surgut-Nizhnevatorsk-Urengoy railway played a major role in the development of the north of the Tyumen region and the development of the oil and gas complex. There are various options for continuing this highway. It can connect to the Trans-Siberian Railway through Tomsk or go to Abalakovo, along the Keta River. On the territory of the complex, logging roads Ivdel-Ob, Tavda-Sotnik, Asino-Bely Yar were built.

The majority of cargo is transported by motor vehicles. In the structure of cargo transportation, about 80% is accounted for by road transport. However, its role in the overall ton-kilometer work (freight turnover) of Russian transport is small. This is explained by the extremely small average distances for transporting goods (over the shoulder): mainly within cities and their immediate surroundings, in open-pit mines, on logging roads in logging areas, etc.

Currently, an external and internal paved road ring has been built around Samotlor, and access roads to the Tyumen-Tobolsk-Surgut railway are being created. However, the transport network is not yet sufficiently developed. Per one square kilometer of territory, the length of railways here is almost 3 times less and paved roads are 2 times less than in the country as a whole.

The economy of a region with enormous distances between suppliers and consumers of all types of products and materials is characterized by a high share of transport costs.

The main flow of cargo in Western Siberia is in the western direction, accounting for over 70% of exports and more than 60% of imports of all cargo. The eastern direction of cargo flow is of much less importance: for export - about 15%, for import - 30%. Taking into account the possibility of Russia entering the markets of the Pacific basin, freight traffic in the eastern direction may increase sharply.

In terms of total cargo transportation volumes and ton-kilometer transport operations, Russia, along with the United States, occupies a leading position in the world. However, such significant volumes of domestic transport work are not due to the high level of economic development of the country, but to one of the most fuel- and raw materials-intensive economic complexes in the world and the gigantic distances of cargo transportation.

The maximum volume of freight turnover of domestic transport - 5890 billion ton-km - was achieved in 1990. Then, as the socio-economic crisis developed and deepened and due to the rapid decline in production volumes in almost all sectors of the national economy, it began to decline rapidly.

The flow of oil and gas forms the basis of Russia's transport and energy pipeline systems, spreading throughout Siberia and the European zone, as well as beyond the country's borders in order to ensure export obligations.

The increase in inter-district freight turnover and intra-district transportation contributed to the expansion of the transport network. Oil pipelines Shaim-Tyumen, Ust-Balyk-Omsk, Aleksandrovskoye-Anzhero-Sudzhensk-Krasnoyarsk-Irkutsk, Samotlor-Tyumen-Almetyevsk, Ust-Balyk-Kurgan-Samara, Omsk-Pavlodar and gas pipelines were built in the region Medvezhye-Nadym-Ural (two stages), Nadym-Punga-Center, Urengoy-Nadym-Ukhta-Torzhok, Vengapur-Surgut-Tobolsk-Tyumen, Yamburg-Center, Nizhnevartovsk-Myldzhino-Tomsk-Novokuznetsk, Yamburg-Western border of Russia. This powerful pipeline transport ensures the delivery of almost 400 million to consumers. tons of oil and 450 billion cubic meters of gas. Currently, pipelines with a length of over 10 thousand kilometers have been built to release Tyumen oil. Gas pipelines stretch for more than 12 thousand kilometers. Here, pipes with a diameter of 1420 mm were used for the first time.

Road transport is of great importance for intra-regional transportation of various goods. The length and quality of paved roads are insufficient. In the future, it is planned to create new road and rail connections to the North Caucasus, Volga-Vyatka, West Siberian economic regions and Kazakhstan.

The role of pipeline transport is great: oil and gas pipelines from Western Siberia to the European part of the country and abroad pass through the Urals.

Air transport has also developed. Many domestic and international airlines pass through the territory of the Urals. The main airline hub is Yekaterinburg.

The Ural economic region is one of the regions with the highest freight consumption and shipment in the country. This is explained by the fact that the region has a variety of economic ties with many regions of the country and foreign countries. The Urals receives mainly raw materials and fuel from the eastern regions, and supplies products from manufacturing industries. Finished products and construction materials are mainly exchanged with European regions (exports exceed imports in volume). The closest ties are with neighboring economic regions: West Siberian and Volga regions, as well as with Kazakhstan. Western Siberia supplies the Urals with coal, coke, oil and gas, and in the future - electricity, and imports mainly engineering products and building materials. Iron ores, copper concentrates, electricity, coal and other goods come from Kazakhstan. The Volga region receives timber and metals, exchanges chemical and mechanical engineering products with the Urals, and supplies food products.

West Siberian economic region.

The transport routes of Western Siberia are characterized by high traffic intensity. In addition to the main Siberian railway, the South Siberian railway was built, which played a major role in the development of the productive forces of Kuzbass and Altai. Lines departed from it in the northern and southern directions. A railway was also built: Irtysh - Karasuk - Kamen-on-Obi - Altai. The new railway line is Tyumen - Tobolsk - Surgut - Nizhnevartovsk - Urengoy. To a large extent, inter-district and intra-district transportation of goods in Western Siberia is carried out along the rivers of the Ob - Irtysh basin. Pipeline transport and power lines have become especially widespread in Western Siberia. The Chuisky Trakt highway, which provides connections with Mongolia, is of great importance. Air transport is important for passenger and cargo transportation, without which it is difficult to imagine the implementation of regular internal and external communications.

A feature of interregional connections is the predominance of exports over imports. The region exports oil, gas, coal, lumber, metal, non-ferrous metal ore concentrates, etc. Machinery and equipment, food and consumer goods are imported.

East Siberian economic region.

Railway transport is of great importance in the implementation of inter-district and intra-district connections. The role of the Trans-Siberian Railway (Moscow - Omsk - Krasnoyarsk - Irkutsk - Vladivostok) and its branches: Taishet - Bratsk - Ust-Kut, which connected the recently built BAM with the Trans-Siberian Railway, is especially important; Taishet - Abakan, connecting the South Siberian Railway with the Trans-Siberian; Ulan-Ude - Naushki; Borzya - Solovyovsk. However, the railway network is still poorly developed.

The western section of the BAM was built: Taishet - Bratsk - Lena. To bypass the tunnel section of the Baikal railway, a section of the Irkutsk - Slyudyanka road was built. The Dudinka-Norilsk road was also built in the north.

Railways are concentrated in the south of the region and have a predominantly latitudinal direction. In the meridional direction (north of the Trans-Siberian Railway) the roads Khrebtovaya - Ust-Ilimsk, Reshety - Boguchany, Achinsk - Abalakovo were laid, which provided the necessary conditions for the construction of hydroelectric power stations and the export of wood.

River transport is important (the Yenisei is navigable). It successfully interacts not only with railway, but also with sea transport using the Northern Sea Route. The largest ports through which river navigation connects with sea traffic are Dikson in the Yenisei Gulf, Dudinka and Igarka on the Yenisei.

Eastern Siberia has a network of highways, but it is poorly developed, which hinders the development of valuable natural resources. The most famous are the Usinsky tract (Abakan - Kyzyl), the highway from Abaza (Khakassia) to Ak-Dovurak (Tuva). An oil pipeline connects Eastern Siberia with Western Siberia and the Volga region. Air transport is important, without which it is difficult to imagine regular internal and external communications in the vast expanses of the region.

An important feature of interregional connections in Eastern Siberia is the twofold predominance of exports over imports. Timber and lumber, iron ores, ores and concentrates of non-ferrous metal ores, etc. are exported from the region. Machinery and equipment, oil, food, and consumer goods are imported. The region has the closest ties with neighboring Western Siberia. In the future, it is planned to build a gas pipeline through which gas will be transferred to China and then to Japan.

Far Eastern economic region.

The economic development of the region depends to a great extent on the accelerated development of transport, since the sparse population requires the active functioning of intra-district connections based on the close interaction of various modes of transport.

All existing modes of transport operate in the Far Eastern region, but the main role is played by the railway. It accounts for up to 80% of transported cargo.

The beginning of active transport development of the southern part of the region is associated with the construction in the 19th century. Trans-Siberian Railway. Recently, the Trans-Siberian Railway has acquired side lines, sometimes serving as access branches to logging bases, but in some cases having independent significance: to Sovetskaya Gavan (via Komsomolsk-on-Amur), to Nakhodka and Posiet. The railway development of the middle zone of the Far East is connected with the Baikal-Amur Mainline (BAM). With the construction of this highway, Russia received a second access to the Pacific coast and the opportunity to develop various types of minerals in the BAM gravity zone. In addition to the latitudinal mainline, the BAM also includes a road from the Trans-Siberian Mainline through Tynda, Berkakit, Tommot, Yakutsk - “Small BAM”, as well as a number of lines connecting the Baikal-Amur Mainline with the Trans-Siberian Mainline.

A significant amount of inter-district and intra-district transportation of goods in the Far Eastern region is carried out by sea. Navigation in the harsh Arctic seas is provided with the help of icebreakers. The Lena River adjoins the Northern Sea Route, forming a transport link between the railway and the sea route along the shores of the Arctic Ocean. A completely different mode of operation of maritime transport in the Pacific seas. Intra-district and international transportation is carried out almost all year round in the Sea of Japan and Bering Sea. The main cargoes transported in the Far Eastern region are timber, coal, building materials, oil, fish and food products. The largest ports of these seas are Tiksi, Vanino, Petropavlovsk-Kamchatsky, Nagaevo (Magadan), Vladivostok, Nakhodka, Sovetskaya Gavan.

Transport does not create marketable products, but only moves them, increasing their value by the amount of transport costs. Transport costs today account for about 10% of Russia's gross product. The ratio of total transport costs to the final cost of the product is called the transport component coefficient .

A decrease in this indicator in the near future is unlikely, because To correct the situation, it is necessary to double the capacity of Russia's transport communications over the next 15-20 years, and investment resources are missing today.

In the 1990s, rising transport costs were associated with rising energy prices. As a result, transportation conditions for Siberia and the Far East have deteriorated so much that preconditions have arisen for their reorientation to other markets and increasing regional isolation.

Transport-geographical location – assessment of remoteness of territories.

According to the specifics of their transport and geographical location, Russian regions are divided into seven main types:

more favorable for entrepreneurship

Border;

Capital;

Central;

Hinterland;

less favorable for entrepreneurship

Classic peripherals;

- "dead-end";

- "empty" areas.

Border areas (Leningrad, Kaliningrad, Pskov regions, Republic of Karelia, etc.) from the point of view of the transport factor are the most profitable, because are close to the import “gate” and have minimal transport costs.

Capital and central areas (Moscow and the Moscow region, Samara, Sverdlovsk, Voronezh, Nizhny Novgorod regions, etc.) are transportally remote from the borders, but accessible from all provincial and even very remote centers.

Inland (semi-peripheral) areas (Kirov region, Republic of Kalmykia, etc.) have an advantageous position only in part (the intersection of highways, rivers and railways, railways and highways), in them the transport factor can play a favorable role for individual centers.

Classic peripheral areas (Chita region, Republic of Khakassia, etc.) are remote from the economic centers of the country and for them transport costs play a decisive role in issues related to the cooperation of production and export of products.

Dead End Areas (Yamalo-Nenets Autonomous Okrug, Republic of Sakha (Yakutia), etc.), although they have transport connections with the rest of the country, this is the only way. The reliability of communications with neighboring areas is extremely low or non-existent.

"Empty" areas (Evenki and Nenets Autonomous Okrugs) have practically no established transport network. Therefore, not only external, but also internal communications are extremely difficult for them.

At the same time, there are also intermediate territories (for example, Primorsky Krai belongs to the peripheral and border regions).

Transport of Western Siberia. In addition to the main Siberian railway, the South Siberian railway operates in Western Siberia, which played a major role in the economic development of Kuzbass and Altai. A number of lines run from it in the northern and southern directions, including: Irtyshskaya - Karasuk - Kamen-na-Obi - Altaiskaya and Tyumen - Tobolsk - Surgut - Nizhnevartovsk - Urengoy. Inter-district and intra-district transportation of goods in Western Siberia is carried out along the rivers of the Ob-Irtysh basin. Pipeline transport and power lines are widely represented in Western Siberia. The highway along the Chuisky tract, which provides connections with Mongolia, is of great importance.

Transport of the Omsk region. From the point of view of transport and geographical location, the Omsk region occupies a rather advantageous position. Almost all types of transport (except sea transport) are present and actively used here. However, the decline of industrial production is holding back the development of this industry.

Volume of cargo transportation by all modes of transport in Western Siberia

Region	Volume of cargo transportation by all modes of transport, million tons
Altai region
Kemerovo region
Novosibirsk region
Omsk region
Tomsk region
Tyumen region
Altai Republic

Rail transport traditionally most effective for medium- and long-distance transportation, as well as for medium-distance and commuter passenger transportation. Its importance is due to two main factors:

1) technical and economic advantages over other modes of transport;

2) the coincidence of freight flows with the location of railways (as opposed to river and sea transport).

The most extensive railway network in the European part of Russia. Here, with the exception of the Northern Economic Region, with an average saturation of railways of 51 km per 10 thousand km 2, it ranges from 136 km in the Volga-Vyatka to 276 km in the Central Chernozem region. Eastern Siberia and the Far East are characterized by low density of railways (21 km and 14 km per 10 thousand km 2) and their location in the southern, most developed territories. Railway construction in the north of Western Siberia in 1970-80. increased the saturation of the region with railways - 36 km per 10 thousand km 2 (including in the Tyumen region - 17 km).

Among the cargoes transported by rail, coal and coke dominate (1st place in freight turnover and 2nd in terms of transportation volume) and mineral building materials (1st place in terms of transportation volume and 2nd in freight turnover). In third place are petroleum products (especially fuel oil and light petroleum products). A significant share is occupied by ore, ferrous metals, timber and grain, and mineral fertilizers. All these cargoes account for about 90% of traffic.

Railway transport is distinguished by the concentration of freight traffic in the direction of transport and economic relations of the regions. Therefore, 50% of freight turnover is carried out by 1/6 of the railways. With an average freight load of Russian railways of 14 million tons per 1 km of operational length per year, their freight load is 2 times greater. The most heavily loaded lines include the Trans-Siberian Railway, especially its section from Omsk to Novosibirsk (this is the busiest section of the railway in the world - more than 100 million tons per 1 km) due to the transportation of Kuznetsk coal.

Rail transport plays a significant role in passenger transport. However, more than 2/3 of the total passenger turnover is accounted for by long-distance transport. In Russia, two directions of passenger transportation from Moscow are of predominant importance: southern (in the Kursk direction) and eastern (via the Volga region to Siberia). The largest railway hubs for the departure of long-distance passengers are Moscow, St. Petersburg in the European part and Novosibirsk in eastern Russia.

In the Omsk region, the total length of railway tracks is 1,570 km. There are 62 stations, 3 freight and 1 passenger depots on these highways. The capacity of the region's railways exceeds 200 million tons of cargo per year. The Trans-Siberian Railway crosses the region in the latitudinal direction. It mainly carries out transit transportation, providing connections between the Urals and the European part of the country with Kuzbass and the Eastern regions. There is a connection between the eastern districts of the region and the western sections: Nazyvaevskaya-Omsk, Kalachinsk-Kolonia, Irtyshskaya-Granichnaya, Isilkul-Omsk. The Omsk-Irtyshskaya section runs in a southerly direction, serving the south-eastern part of the region.

Not only the Trans-Siberian Railway passes through the Omsk Region, but also the lines from Omsk to Tyumen - Sverdlovsk and Irtyshskaya - Karasuk - Kamen-na-Obi - Altaiskaya with a branch to Omsk from the Irtyshskaya station. There are five main stations: “Omsk-passenger” (passenger transportation), “Omsk-Severny” (commodity), “Omsk-sorting” (technological), “Kombinatskaya” (petroleum products, etc.), “Karbyshevo-1”.

Road transport does not compete with rail transport in freight transportation due to the high cost of transportation and the lack of a network of modern roads. The scope of application of road transport is intracity, suburban and intra-regional transportation. In Russian conditions, it mainly carries out freight and passenger transportation over short and medium distances. The average distance for transporting one ton of cargo is only 24 km.

Road transport carries out long-distance inter-district transportation in cases where there are no other modes of transport (for example, in the northern and eastern regions), or the cargo is valuable or perishable (fruits, vegetables, etc.).

Public roads in Russia make up just over half (53%) of the entire road network. The rest of the roads are departmental. The basis of the Russian road network with a total length of 945 thousand km (the length of highways) is paved roads. However, the length of modern roads is only tens of thousands of kilometers.

The location of the roads follows the radial-ring pattern of the railway network: the largest highways (12 roads) radiate from Moscow to St. Petersburg (Leningradskoe Highway), Riga (Rizhskoe Highway), Minsk (Minskoe Highway), Kyiv (Kievskoe Highway), Simferopol (Simferopolskoe Highway) highway), etc. However, east of the Urals the number of roads is sharply reduced. Currently, a through road is being built in a latitudinal direction, connecting the western and eastern regions of Russia.

In recent years, the fleet of individual passenger cars has sharply increased in large cities, which has led to an increase in their share in passenger traffic. In Russia in 2001, 19.7 million passenger cars were in use, including 2.8 million foreign cars. The bus fleet consisted of 620 thousand vehicles. On average, there are 167 cars and buses per thousand residents of the country.

In the medium term, the passenger car fleet should amount to 24-26 million units. Trucks, of which there are 4.4 million, account for 8.7% of the total freight turnover of the Russian transport system. In the USA, for example, this figure is 25%, and in Western European countries it reaches 45%.

Almost 90% of all passenger transportation in Russia is carried out by buses. However, the bulk of them (about 80%) are intracity transportation. The share of commuter trips is 18%, and intercity trips are only 2%.

Highways of national importance pass through the city of Omsk in the southern half of the Omsk region, connecting the regional center with the cities of Novosibirsk, Tyumen, other centers of Russia and the Republic of Kazakhstan. The total length of the road network is 17,087 km, of which 859 km are federal roads. More than 7.5 thousand km of roads (68%) have a hard surface. In terms of the density of paved roads, the region ranks 49th in Russia.

Maritime transport carries out export-import transportation. Its role in coastal (inland) transportation is significant only for the northern and eastern regions of the country. Sea transportation over long distances is very cheap, ships have a large carrying capacity, and sea routes have virtually unlimited capacity. The energy intensity of transportation is also low.

At the same time, the dependence of maritime transport on natural conditions, complex port facilities and the remoteness of the country’s economic centers limit the scope of its application in Russia. In addition, most of the large seaports of the Black Sea and Baltic basins have now been transferred to other states.

The Russian merchant fleet ranks 7th in the world in terms of tonnage (16.5 million dwt), but most of the ships are so worn out that this does not allow many of them to call at foreign ports. Of the 5.6 thousand vessels, 46% are fishing and fish transport vessels, 1.1 thousand vessels are intended for the transportation of general cargo, and 245 vessels are oil tankers. The fleet lacks modern types of vessels, such as lighter carriers, container ships, combination vessels, sea ferries, and Ro-Ro vessels.

The specifics of Russian foreign trade and maritime transport are expressed in the predominance of bulk and volume cargo, primarily oil. The share of ore, building materials, timber and grain is large.

The first place in cargo turnover today went to the Far Eastern basin (about 45% of all shipped cargo). In second place is the Black Sea-Azov basin (23.7% of cargo). Oil is mainly exported through other ports in the Black Sea basin. Here is the largest seaport in Russia in terms of cargo turnover, Novorossiysk, with the Sheskharis deep-water oil pier, which allows servicing ships with a carrying capacity of up to 250 thousand tons. The oil port of Tuapse is of less importance. The implementation of large oil production projects in Kazakhstan and Azerbaijan, as well as Russia’s needs for the export of liquefied gas, created the prerequisites for the construction of a number of new oil and gas ports and berths on the Black Sea coast of Russia.

In the Arctic Ocean basin (third place in terms of volumes of cargo sent - 14.9%), two ports stand out - Murmansk on the coast of the Barents Sea and Arkhangelsk in the White Sea. They account for more than half of the cargo turnover of the entire basin. Arkhangelsk is a specialized timber export port of Russia. Murmansk is the only ice-free port in northern Russia.

The ports of Dikson, Dudinka, Igarka, Tiksi, and Pevek, located on the Northern Sea Route, are important for supplying the regions of the Far North. In the most freight-intensive, western sector of the Northern Sea Route (Murmansk-Dudinka), year-round navigation has been established with the help of nuclear icebreakers. On the eastern section (from Dikson to Providence Bay) navigation is sporadic.

The Baltic basin occupies approximately the same place in terms of cargo departure as the Arctic Ocean basin (14.5%). Within its borders is the largest port on the Baltic - St. Petersburg. The Kaliningrad port has a lower cargo turnover. However, its importance for ensuring transport connections between the Kaliningrad region and the main territory of Russia cannot be overestimated. To ensure foreign trade transport links across the Baltic Sea near St. Petersburg, the construction of a new large seaport is planned.

In the Caspian basin (only 0.3% of shipped cargo) there are two large ports: Makhachkala and a combined sea and river port - Astrakhan. Due to the rise in the level of the Caspian Sea, significant difficulties are observed in the work of the Caspian ports, especially Makhachkala.

Inland water (river) transport designed for transportation of bulk types of cargo over medium and long distances, as well as for passenger traffic (especially suburban). However, in recent decades it has turned into a specific type of technological transport for the transportation of mineral and construction materials.

A unified deep-water system of the European part of Russia with a total length of 6.3 thousand km. includes deep-water sections of the Volga (from Tver to Astrakhan), Kama (from Solikamsk to the mouth), the Moscow, Don rivers and inter-basin deep-water connections Moscow-Volga, Volga-Baltic, Belomoro-Baltic, Volga-Don. Constituting only 6% of the total length of inland waterways, this system carries out over 2/3 of the entire transportation work of the country's river transport.

River transport plays the most significant role either in those regions where the directions of the main economic connections and river routes coincide (Volga-Kama river basin in the European part of Russia), or in poorly developed regions with a lack of alternatives (North and North-East of the country). The predominant part of freight transportation and turnover is carried out by shipping companies of three basins: the Volga-Kama, West Siberian and North-Western.

The Volga-Kama basin accounts for more than 50% of the cargo turnover of river transport in Russia. The vast majority of transportation is carried out along the Volga, Kama and the Moscow Canal. The largest ports in the basin: three Moscow (South, Western and Northern), Nizhny Novgorod, Kazan, Samara, Volgograd and Astrakhan. In second place in terms of the volume of work performed is the West Siberian basin, which includes the Ob and its tributaries. The leading port of the basin is Arkhangelsk. Other major ports are Novosibirsk, Omsk, Tomsk, Tobolsk, Tyumen, Surgut, Urengoy, Labytnangi, Salekhard. The main highway of the North-Western basin is the Northern Dvina with its tributaries Sukhona and Vychegda.

The length of operation of inland waterways in the Omsk region is 1,667 km. Freight and passenger water transport has its main port in Omsk and transports goods and passengers from Pavlodar in the south to the Arctic Ocean in the north, including small rivers of the middle and lower Ob region and the Arctic.

In the 1990s. The volume of cargo transportation by inland waterway transport has been steadily declining, mainly due to a decrease in the transportation of construction materials, which account for more than 60% of the total volume of transportation. This is primarily due to structural changes in this industry, which was manifested in the growth of liquid cargo transportation.

Pipeline transport It still remains a specialized mode of transport for pumping liquid and gaseous products. Based on their purpose, main pipelines are divided into oil pipelines, product pipelines and gas pipelines. Recently, other types of pipelines have been developing (pulp pipelines, pneumatic pipelines, etc.). The development of pipeline transport is inextricably linked with the development of oil and gas fields, the territorial organization of the oil and gas refining industry, and the location of the main consumers of oil, gas and their processed products in the domestic and foreign markets.

The predominance of gas and oil in the production of energy resources in Russia, the huge territorial gap between oil bases, gas production areas and their main consumers (the average distance for pumping 1 ton of cargo through pipelines is more than 2,400 km) led to an increase in the share of pipeline transport in the country’s total cargo turnover. So, from 1990 to 1995. the share of pipeline transport increased sharply (from 42.1% to 51.9%) due to the preservation of natural gas pumping volumes against the backdrop of a sharp (halving) reduction in cargo transportation by other modes of transport.

The network of main oil pipelines in Russia is 48 thousand km and forms several systems. From the main oil-producing regions (Western Siberia and the Ural-Volga region), oil pipelines were laid:

westward: Surgut – Tyumen – Ufa – Almetyevsk – Nizhny Novgorod – Ryazan – Moscow with a branch Nizhny Novgorod – Yaroslavl – Kirishi (a large oil refinery near St. Petersburg); Surgut – Perm – Nizhny Novgorod – Polotsk; export oil pipeline system "Druzhba" (3 large-diameter pipelines) Nizhnevartovsk - Samara - Unecha - Mozyr - Brest - Europe with branches Unecha - Polotsk - Ventspils (the largest oil export port of the former USSR in the Baltic basin) and Mozyr - Uzhgorod - Eastern Europe;

in a southwest direction: Samara – Lisichansk – Kremenchug – Snigirevka – Nikolaev – Odessa with a branch from Snigirevka to Kherson; Samara – Volgograd – Tikhoretsk – Novorossiysk (the largest oil export port on the Black Sea);

eastward: Aleksandrovskoye – Anzhero – Sudzhensk – Achinsk – Angarsk (large petrochemical plant);

in a southerly direction from Western Siberia: Surgut – Omsk – Pavlodar – Chimkent – Chardzhou.

These systems are connected to the oil fields of the Komi Republic (Ukhta - Yaroslavl oil pipeline), the North Caucasus (Grozny - Tikhoretsk), Kazakhstan (New Uzen-Guriev - Samara and Guryev - Orsk - Ufa), etc. In the Far East, an oil pipeline was laid through the Tatar Strait: Okha - Komsomolsk-on-Amur.

The network of petroleum product pipelines has received less development and amounts to 15 thousand km. Its basis is formed by a highway stretching from Ufa east to Novosibirsk and west to Brest. The construction of oil product pipelines is economically feasible for transportation volumes of at least 2-3 million tons. In other cases, rail, water and road transport are used. Only light oil products (gasoline, kerosene, etc.) are pumped through oil product pipelines. Fuel oil and other dark petroleum products are transported by rail due to their viscosity.

The main pipelines of the Omsk region annually pump about 30 million tons of oil and about 2 million tons of petroleum products. In 2002, a local oil pipeline with a length of 60 km was put into operation, delivering oil from the West Kraspivinskoye field.

Gas pipeline transport – the youngest mode of transport. The beginning of the construction of main gas pipelines in our country dates back to 1946, when the Saratov-Moscow gas pipeline came into operation. Ten years later, in 1956, the largest Stavropol-Moscow gas pipeline in Europe at that time was put into operation. In 1963, Central Asian gas flowed through the Bukhara-Ural gas pipeline, and in 1967 through the Gazli-Voskresensk gas pipeline, which marked the beginning of the creation of the Central Asia-Center gas pipeline system.

Gas pipeline transport developed especially quickly in 1970-80, reaching its maximum length (149 thousand km) in 1991. Since the beginning of the 1970s, the main areas of construction of main gas pipelines have shifted to the north of the country, where the Medvezhye - Nadym - gas pipelines were built Ukhta - Torzhok - Minsk with a branch Nadym - Punga - Perm, Urengoy - Surgut - Tyumen - Chelyabinsk. In 1984, the largest gas pipeline system in Russia, Western Siberia - Europe, was built, which is based on the Urengoy - Pomary - Uzhgorod gas pipeline with a length of 4.5 thousand km. Among others, the Soyuz export gas pipeline (Orenburg – Volgograd – Uzhgorod) with a length of 2,750 km stands out.

The administration of the Omsk region is implementing a regional gasification program with the participation of RAO Gazprom, an agreement with which was signed in February 1997. The widespread use of natural gas is associated with a significant (in some areas of the region by 3 times) reduction in energy costs and an improvement in the living conditions of the rural population.

In 1997-2000 In the Omsk region, more than 300 km of gas distribution networks, two gas distribution stations were put into operation, natural gas was supplied to 50 thousand houses and apartments. To truly assess the scale of this work, it should be borne in mind that in 1990-97. Gas pipelines were laid with a length of only 80 km.

Air transport refers to highly specialized types of transport - it is intended for passenger transportation over long and medium distances, although it is also important when transporting valuable, perishable and urgent goods. In the total volume of transportation, passenger transportation makes up 80%, the rest is cargo and mail.

It is believed that at distances greater than 1,000 km, passenger transport is dominated by air transport. Therefore, the average distance of transportation of one passenger by air on domestic routes reaches 2 thousand km, which is three times higher than that of railway transport (transportation of long-distance passengers).

Air transport plays a special role in the underdeveloped regions of Siberia and the Far East, where it, together with seasonal river transport, is the only means of communication. Equally important for the development of international relations is the presence of airports capable of serving international airlines at a modern level.

The administration of the Omsk region pays great attention to the completion of the construction of the Omsk-Fedorovka international airport. The regional budget provides for the allocation of significant funds to continue its construction, and the search for investors to implement such a large-scale project continues.

Today, air transport in the Omsk region is represented by the airport of international lines (Omsk) and local lines (13 directions). Every year, about 12 thousand tons of cargo and 987 thousand passengers are sent by aviation. The number of passengers flying commercial flights is 20-25% of the number of passengers.

City transport . Despite the regular increase in tariffs on urban passenger transport, passenger transportation in Omsk remains unprofitable. Losses are compensated by subsidies from the city and regional budgets.

The most common type of public urban passenger transport is buses. In general, they carry out about 50% of all passenger traffic in the city. Although the widespread use of minibus taxis is gradually changing this ratio in its favor.

At the end of the 1990s. The federal project "City Public Transport" was implemented on the territory of Omsk. In total, 14 Russian cities participated in the project. As a result of this project, worth 329 million US dollars, about 300 buses of the Mercedes-Turk and Mercedes-Russian brands were delivered to Omsk. Also, 30 buses and 17 trolleybuses were restored, equipment for enterprises and service stations was purchased, spare parts for buses were supplied, and repair and maintenance specialists were trained. In addition, the City Administration entered into two agreements with the Prague branch of INN Bank to receive loans in the amount of $20.7 million.

Security questions

1. Give a brief description of the state of the transport infrastructure of the Russian Federation.

2. Show the role and place of the Omsk region in interregional transport links.

3. Highlight priority areas for transport development in the Omsk region.

1. Transport horizons: effective transport policy. – M.: Sotsium, 2004.

2. Grebtsova V.E. Economic and social geography of Russia: fundamentals of theory and practice: Textbook. manual for universities. – Rostov-on-Don: Phoenix, 1997.

3. Safronov E.A. Transport systems of cities and regions. – M.: ASV, 2005.

Regulatory acts and documents

1. Decree of the Government of the Russian Federation dated December 5, 2001 No. 848 “On the federal target program “Modernization of the Russian transport system (2002-2010)” // Reference legal system “Garant”. – M.: NPP “Garant-service”, 2006.

2. Decree of the Government of the Russian Federation of February 14, 1997 No. 174 “On the Interdepartmental Commission on Increasing the Competitiveness of Russian Enterprises and Transport Organizations” // Reference legal system “Garant”. – M.: NPP “Garant-service”, 2006.

3. Resolution of the Omsk City Council dated January 16, 2002 No. 553 “On the decision of the Omsk City Council “On the program for the development of the metro and other types of high-speed off-street transport in the city of Omsk until 2015, highlighting the first stage of construction until 2005.” // Reference legal system "Garant". - M.: NPP "Garant-service", 2006.

Assignments for the seminar lesson

1. Describe the state of one of the transport enterprises in the Omsk region in the context of the development of the corresponding sub-sector.

2. Comment on the processes occurring in one of the sub-sectors of transport in the Omsk region.

All existing modes of transport operate in the Far Eastern region, but the main role is played by the railway. It accounts for up to 80% of transported cargo.

The beginning of active transport development of the southern part of the region is associated with the construction in the 19th century. Trans-Siberian Railway.

East Siberian economic region

West Siberian economic region

Ural economic region

Transport plays a huge role in the functioning of the economic complex of the Urals. This is explained, on the one hand, by the active participation of the region in the territorial division of labor, and on the other hand, by the high level of complexity of the economy of the Urals, which is manifested in the fact that many sectors of the economy do not work in isolation, but in close interconnection with each other. Hence the high share of intra-district transportation (up to 60%).

The most important role among modes of transport in the Ural economic region belongs to railways. The basis of the railway network is made up of latitudinal and meridional highways intersecting almost at right angles.

Povolzhsky economic region

An important role in the development of the economic complex of the Volga region is played by connections with other regions and foreign countries. The Volga region exports crude oil and oil products, gas, electricity, cement, tractors, cars, airplanes, machine tools and mechanisms, fish, grain, vegetable and melon crops, etc. Imports timber, mineral fertilizers, machinery and equipment, and light industry products. The Volga region has a developed transport network that provides high-capacity cargo flows.

North Caucasus economic region

Transport is of great importance for intra-regional transportation and for connections with other regions of Russia and foreign countries.

The leading role in interregional transportation in the North Caucasus belongs to railway transport. The main railway lines are the North Caucasus: Millerovo - Rostov - Armavir - Gudermes - Makhachkala - Baku, which has experienced great difficulties in recent years due to the Chechen war (and traffic often stopped along it) and Volgograd - Salsk - Krasnodar - Novorossiysk, intersecting in Tikhoretsk. Lines depart from them to the central Volga region, Transcaucasia, and Ukraine. It should be noted, however, that the development of railway transport lags behind the needs of the region's economy. In many sections there is an excessive concentration of traffic and a glut of trains (for example, Rostov - Armavir; Armavir - Tuapse; Kropotkin - Krasnodar - Novorossiysk, etc.). There is an acute problem of improving connections between the North Caucasus and the western and especially eastern regions of Russia. It should also be noted the Astrakhan - Kizlyar road, the role of which is steadily increasing.

Central Black Earth economic region

The Central Black Earth region occupies a very advantageous transport and geographical position and has a developed transport complex: in terms of the density of the transport network, it significantly exceeds the average for Russia. The main types of transport are railway and road; river, pipeline and aviation types have also developed in the area.

The most important railway lines pass through the territory of the region, both in the meridional and latitudinal directions. In the southern direction - railways: Moscow - Voronezh - Rostov-on-Don; Moscow - Donbass; Moscow - Kursk - Kharkov. In the east direction: Saratov - Tambov - Michurinsk; Voronezh - Kursk - Kyiv; Valuyki - Minsk and others.

Volgo-Vyatka economic region

The Volga-Vyatka region has all types of transport - railway, river, road, pipeline and air. Rail transport is of greatest importance, accounting for over 2/3 of all inter-district transportation. The poverty of the Volga-Vyatka region in mineral, raw materials and fuel resources determines the characteristics of transport and economic relations. In the structure of cargo transportation, a significant share is occupied by fuel, especially coal, as well as ferrous metals and raw materials for the chemical industry. Intraregional connections account for about 20% of all goods transported by rail. The following goods are exported outside the region: wood, petroleum products, various engineering products, and cement. Wood and building materials predominate in intraregional transportation. The system of latitudinal railways represented in the region ensures intensively growing transport and economic exchange between the eastern and western regions of Russia.