To characterize the degree of saturation of the territory of the region with the transport network, in addition to the absolute dimensions of the length of communication lines, it is important to know relative indicators. A number of such indicators are used. Let's consider the following ones.

An indicator characterizing the density of the network Dt as the ratio of its length L to the area of ​​the territory of the region S:

Usually this indicator is measured in kilometers of network length per 100 or 1000 km. sq. territories;

An indicator characterizing the density of the network Dн as the ratio of its length L to the population N:

This indicator is measured in kilometers of network length per 10,000 inhabitants of the district.

An indicator that characterizes the relative density of the network Dtн, determined based on the size of the territory of the region S and the size of its population N:

; .

Considering all of the above, we will carry out calculations using the indicated formulas and summarize them in Table 2.

table 2

Analysis of the characteristics of the degree of saturation of the territory of the West Siberian region with a transport network

Analyzing the data obtained, we can conclude that there is a significant difference in the density of railways in various administrative units that are part of the West Siberian economic region, which is explained by the low population and low development of most of the territory of the West Siberian region; uneven focal nature of its development; the concentration of population and production mainly in the southern parts of the district; a trend towards an increase in the level of economic and social development of territories in the east-west and north-south directions; an increase in the share of extractive industries when moving to the east and north; lagging behind transport, social complexes, production sectors serving the population, and huge disproportions in the integrated development of the economy.

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The distribution of the railway network across the territory of Russia has developed extremely unevenly. This is connected not only with the vast territory of the country, but also with a large territorial differentiation in its population, level and type of economic development.

The total length of railway lines is 148 thousand km, of which 87 thousand km are public roads, and 61 thousand km are departmental roads. (1996)

The density of the railway network in the Russian Federation is low - 5 km per 1000 km2, so the railway traffic is very high.

The most dense and extensive network of railways is located in the European part of the country. Here, with the exception of the Northern economic region, the density of public railways is several times higher than the average European level (51 km per 10,000 km2): it varies from 136 km in the Volga-Vyatka to 276 km in the Central Chernozemny region.

The configuration of the network located in the European part of the country is radial-ring with the center in Moscow. The main highways depart from the Moscow railway junction in the direction of Donbass, Odessa, Chop, Baku, Kazan, Samara, Saratov, Volgograd, Tashkent, Minsk, Riga, St. Petersburg, Arkhangelsk and other cities.

Eastern Siberia and the Far East are characterized not only by the low density of railways (respectively 21 km and 14 km per 10,000 km2), but also by their exclusive location in the southern, most developed regions. Railway construction in the north of Western Siberia in the 7080s reduced the contrast in the level of saturation of its territory with railway networks (36 km per 10,000 km2, including 17 km in the Tyumen region).

Here the railway network has a pronounced latitudinal direction with little branching. The most important highway connecting the Center with the Urals, Siberia and the Far East is the Transcontinental Railway: Moscow - Ryazan - Ruzaevka - Syzran - Samara - Ufa - Chelyabinsk - Irkutsk - Chita - Khabarovsk - Vladivostok, 9332 km long. The Baikal-Amur Mainline Ust-Kut - Komsomolsk-on-Amur was built. Of great importance for Russia are the South Siberian and Central Siberian railway lines passing through the territory of Kazakhstan. The Tyumen-Surgut-Urengoy section operates in the meridional direction.

In recent years, due to the severe socio-economic crisis and the lack of investment, railway construction in Russia has practically not been carried out. Only two fairly large projects are under implementation: in the north, the construction of the Arctic Highway continues: Labytnangi-Bovanenkovskaya to ensure the development of gas fields in Yamal, and in the east - the Amur-Yakutskaya Mainline: BerkatitTommot-Yakutsk to provide mining centers of Yakutia.

Passenger transportation is unprofitable. There is a degradation of the transport economy, the development of the railway network has slowed down. The supply of rails, sleepers, vehicles is sharply reduced. There are not enough funds for settlements with suppliers. The collapse of the USSR and the rupture of transport and economic ties had grave consequences. For example, even a section of the Trans-Siberian Railway passes through the territory of the neighboring state of Kazakhstan, not to mention the Central Siberian and South Siberian highways. And these are the busiest highways serving Russia's East-West communications. The section of the road through Tyumen, bypassing Kazakhstan, according to technical and economic data, is not able to pass the cargo of the Trans-Siberian Railway, and even more so to take at least part of the cargo of the Central Siberian and South Siberian Railways. All this requires solving a number of urgent problems associated with new railway construction to ensure reliable transport links in the directions of the Center-North Caucasus and the European part of the country-Siberia, passing through the territory of the Russian Federation.

Irrational transportation by rail transport persists, as they are associated with shortcomings in the location and development of production in many sectors of the country's economy.

The main directions of development of railway transport are being developed within the framework of the comprehensive program "Transport of Russia".

Transport as an object of economic and geographical

study

test questions

1. Factors influencing the level of transport provision of the territory.

2. The main tasks and directions of the geographical study of transport.

3. Indicators characterizing the level of development of the region's transport system.

4. Studying the geography of the road network.

5. Methods of qualitative characteristics of transport.

Methodical explanations:

The degree of provision of individual countries or regions with means of communication can be characterized using indicators of the density of the transport network. Most often, two indicators are used: network density relative to the territory (length of communication routes in kilometers per 1000 km2 of territory) and population (length of communication routes in kilometers per 10 thousand inhabitants).

Density of the transport network - is calculated as the ratio of the length of each type of road to the area of ​​the region.

Along with this simple indicator, complex ones are used: for example, Engel coefficient . This indicator allows you to get a more accurate characterization of the level of development of the transport network when comparing the provision of means of communication in different countries and regions, as well as, to a certain extent, the correspondence of the existing network to the needs for means of communication. The need for means of communication depends on the territory, population and level of economic development. Therefore The usual measure of network density relative to area gives a skewed picture of connectivity when comparing countries with dramatically different population densities.

The Engel coefficient is defined as the ratio of the density of roads of a particular mode of transport to the square root of population density. As a result of the simplification procedure, this formula looks like this:

Where L is the length of the paths of a certain type of transport,

S - area of ​​the territory (thousand square kilometers),

N is the average annual population of the given territory (thousand people).

The most important indicators characterizing the operation of the transport system are freight and passenger turnover.

Cargo turnover It is measured in ton-kilometers and is calculated as the product of the transported cargo in tons and the distance transported in kilometers.

Passenger turnover characterizes the amount of work for the transportation of passengers, taking into account the distances for which the passengers were transported, measured in passenger-kilometers. It is calculated as the product of the number of passengers and the distance traveled in kilometers.

Group tasks

2. Determine the share of electrified railways, paved roads, analyze the dynamics of indicators, present the results of calculations graphically.

3. According to the table. 4 to conduct a comparative analysis of the availability of transport routes in the regions of Belarus based on the calculation of the Engel coefficient:

3.1 Calculate for each region the value of the Engel coefficient for roads, conduct a comparative analysis of the provision of regions, analyze the dynamics of indicators. Present the calculation results in the form of a table.

3.2 Calculate for each region the value of the Engel coefficient for railways, conduct a comparative analysis of the provision of regions, analyze the dynamics of indicators. Present the calculation results in the form of a table.

4. On the basis of data on the average distance of transportation and the volume of transported goods, calculate the indicators of the freight turnover of road and rail transport for the period 1985-2009. (Table 1), build graphs that reflect the dynamics of indicators, draw conclusions.

5.1 - freight turnover of the Republic of Belarus by mode of transport in 1990, 2000 and 2009 (Table 2), construct pie charts.

5.2 - Passenger turnover of the Republic of Belarus by type of transport in 1990, 2000 and 2009 (Table 3), construct pie charts.

Analyze the results and identify factors that affect the dynamics and structural features of the transport system of the Republic of Belarus.

Table 1

Main indicators of the functioning of the transport system of the Republic of Belarus

Table 2

Freight turnover by types of public transport

(million tons* km)

1) For all sectors of the economy

Note. Sign "-" - no data.

Table 3

Passenger turnover by types of public transport

(million pass.*km)

Table 4

The length of transport routes of the Republic of Belarus

To the question What is road density? given by the author Oksana the best answer is


Source:

Answer from 22 answers[guru]

Hey! Here is a selection of topics with answers to your question: What is road density?

Answer from grow up[newbie]
The optimal density of roads can be considered if it provides the minimum costs for transport and at the same time does not occupy the area of ​​valuable agricultural land. At the same time, it is necessary to compare the costs of transport for the existing and projected networks.
Density is the most important indicator characterizing the network of on-farm roads. It is more appropriate to use the meter per hectare (m/ha) of agricultural land as the unit of measurement here, instead of the usual kilometer per square kilometer (km/km2) of total area, since these roads are relatively short in length and serve relatively small areas, mainly agricultural land. Based on the total area, the network of roads is denser in farms where the proportion of such land is greater. The density of on-farm roads depends on many factors. One of the main ones is the quantity (density) of goods per unit area. For example, in the production of potatoes, each hectare accounts for more than 100 tons of transportation, including 20 ... 30 tons by road. In addition, they take into account the type of crop rotation, the size of the projected plots, relief, soil, transport used, and existing roads.
When determining the density of on-farm roads, it is necessary to take into account the transportation costs for the transportation of goods from and to the fields along the roads or directly through the arable land (stubble), the loss of products from the area of ​​arable land occupied by roads, as well as the completeness and convenience of servicing people and equipment working in the fields. Since transportation in crop production takes up a large volume, on-farm transport costs will depend on the distance of transportation and the conditions of movement of the vehicle on the road and on arable land (during the sowing period, harvesting row crops) or on stubble (when harvesting grain crops). Therefore, when determining the density of on-farm roads, the rational distance of transportation to the road is of great importance. At the same time, the difference in the cost of transportation on arable land (stubble) without a road and on the road, as well as the requirements for the placement of crop rotation fields, are taken into account.