Grading stations in Europe. The coolest railway station in Russia

30-12-2013, 16:39
Your attention is a small overview of the largest railway stations in the world in terms of the number of passenger platforms.

Jakarta Kota (Indonesia)

The capital of Indonesia has the largest railway station in Southeast Asia. The station was built in 1870. In 1926, the building and access roads of the station were reconstructed. In particular, the number of landing platforms here has been increased to 12.

Jakarta Kota was officially recognized as a cultural heritage site in 1993 and has become an important historical landmark.

Jakarta Kota serves passenger routes on the island of Java.

Berlin Central Station (Germany)

The current building of Berlin Central Station appeared on the site of the one destroyed during the Second World War. In 2006, the station became the largest transport hub in Europe. It is noteworthy that a multi-level layout of platforms is provided here. Six platforms are located on the top and eight on the bottom tier. The paths, like a web, intersect with each other due to the constructed tunnels and bridges.

The main building of the station is built of glass and steel. More than forty thousand square meters of the station area is allocated here as a commercial zone. Mostly on this vast territory there are shops, restaurants, small shops. The station serves up to 300,000 passengers daily.

Chhatrapati Shivaji Station (India)

This station, located in Mumbai, is said to be one of the most beautiful in the world. The station was built during the era of British colonialism in 1888. At first it bore the name of Queen Victoria. In 1996, the station was renamed and began to bear the name of the national hero of India, Chhatrapati Shivaji.

In terms of architectural style, the building of the station resembles a kind of mosaic, in which there are Victorian neo-Gothic, Indo-Saracenic motifs. There are a lot of arches, turrets, domes decorated in an original way. The interior halls of the station are skillfully decorated with wood carvings. There is iron, mostly copper.

In 2004, this historic building was rightfully inscribed on the UNESCO World Heritage List.

Chhatrapati Shivaji Station today has 18 boarding platforms, which makes it the eighth place in the overall ranking of the largest stations in the world.

Leipzig Central Station (Germany)

The Leipzig railway station is considered the largest in Europe in terms of such an indicator as the occupied area. By the way, it is 83460 square meters. The length of the station facade is 300 meters.

The first stone in the construction of the station was laid back in 1915. During the Second World War, the station building was badly damaged by bombing and was completely rebuilt in the 1950s. After forty years of operation, a new reconstruction of the station followed. After it, the number of landing platforms at the facility reached 24.

Leipzig railway station is considered multi-level. It serves up to 120 thousand passengers daily.

Zurich Central Station (Switzerland)

Zurich Central Station was put into operation in 1847. During its existence, it was rebuilt and reconstructed several times. Now this railway point of the country serves up to half a million passengers daily!

The station has 16 platforms for long-distance trains. There are also 10 platforms for high-speed electric trains EuroCity, Cisalpino, TGV, Intercity-Express and CityNightLine.

In addition, it is noted that the Zurich railway station has the largest covered trading platform, the total area of ​​which is 55,000 square meters.

Termini (Italy)

Termini railway transport hub was opened in 1862. The station takes the second place in terms of area, second only to the railway station in Leipzig.

There are 29 boarding platforms at Termini station, from which trains depart to Paris, Vienna, Munich, Geneva, Basel, as well as suburban services.

The passenger traffic of the Italian station exceeds 400 thousand passengers a day.

Munich main station (Germany)

Munich railway station is the fourth in the world and the second in Europe in terms of the number of platforms - there are 32 of them!

The original station building was rebuilt in 1839. However, a war broke out and the transport hub was destroyed. The station was almost completely rebuilt in 1960. Then this transport point in Germany was able to receive several hundred thousand passengers daily. By the way, today the daily capacity of the station has been increased to 450,000 passengers.

Shinjuku (Japan)

One of the oldest train stations in Japan. Shinjuku was built in 1885. Today it is a real record holder in terms of passenger traffic.

The transport hub passes over three and a half million people daily. Thanks to this indicator, the station got into the Guinness Book of Records. It was in 2007 and today, most likely, the number of passengers has increased.

The station is provided with more than 200 entrances and exits in order to serve such a huge number of people. It should be noted that most of the 36 passenger platforms are occupied by domestic trains acting as public transport.

North Station (France)

There are 44 platforms at the Gare du Nord in Paris! This is an absolute European record holder!

The station was built in 1846. Despite its age, the station remains one of the most beautiful buildings in the French capital.

Inside the North Station, the infrastructure of public catering and trade is quite well developed. There are dozens of small cafes and restaurants, a lot of boutiques and just small shops.

They say that already today there are projects to expand this railway station, bringing the number of passenger platforms to 77.

New York Central Station (USA)

The world leadership in the number of passenger platforms is occupied by the New York Central Station - Grand Central Terminal.

The station was built in 1871. Here, 44 landing platforms, covering an area of ​​200,000 square meters, are located underground. There, in these underground tunnels, there are shops, restaurants, there is even a museum!

There is also a secret government railway line. It is located at the underground level M42. However, no one knows its exact location. This is understandable! This state secret has been securely guarded since the Second World War.

It should be noted that the station is a favorite place for many tourists. Every year this object attracts more than 21 million tourists from all over the world!

SORTING SLIDES ON RAILWAYS OF THE WORLD

AT transport nodes, near big industrial centers, at megacities, near ports, major enterprises heavy industry and mining industry - there, where trains are being formed, in most countries peace sorting rooms are located slides. We offer readers analysis systems, with which these slides, and trends development foreign devices formation compositions.

Central Europe, and primarily France and the Benelux countries, have a high density of hump yards. There are also a significant number of them in the countries of the former USSR and on the east coast of the United States. A large number of hump yards have been built in recent years in China. There are much fewer of them on the railways of countries such as Canada, India and South Africa. In the developing countries of Africa, as well as South and Latin America, marshalling yards, like other means of automation in rail transport, are still rare. On the contrary, in many industrialized countries (Japan, England, Denmark and Norway) not a single sorting yard has been preserved due to the use of new ways of forming trains. In other European countries, sorting work is concentrated only on the largest nodes, humps of small and medium capacity are gradually closed. To date, the world's largest sorting hill Bailey Yard is located in the USA (Nebraska) and has 50 tracks in the park in one direction and 64 tracks in the park in the opposite direction. Only a little behind it is the two-sided sorting hump Maschen (Fig. 1), located near the port of Hamburg, with 48 tracks in one direction and 64 in the other. In China, Asia's largest marshalling yard has recently been built at Zhengzhou station - 34 and 36 tracks, another large marshalling yard is located in South Africa at Centrarad station northeast of Johannesburg - 64 tracks in the marshalling yard and 8 tracks in the subsorting parks. Differences in the technical equipment and operation technology of sorting humps are due to the historical development of mechanization and automation in different countries of the world, which began in Europe in the middle of the century before last.

ORIGIN OF SLIDE SYSTEMS

Back in 1846, an inclined track was built at the freight station in Dresden, on which wagons detached from the train were fed. At that time, other methods of disbanding trains were known in Europe, for example, using turning circles that have survived near many depots to this day (Fig. 2). The first simplified marshalling yard was built in 1858 at the intermediate freight station in Leipzig. Completely corresponding to today's structure of most marshalling yards with a reception park, a marshalling yard and a departure yard (Fig. 3), a slide was built at the Ter Nord freight station near Saint-Etienne in France in 1863. Shildon station was built on the same principle in 1869 in the north east of England.

The first marshalling yards used the natural slope of the terrain and did not have a counterslope on the sliding part. Only in 1876, at the Shpeldorf marshalling yard in Germany, a hill was built with a platform on top and an anti-slope. The mechanical centralizations used at that time had a limited range of control, and therefore several posts independent of each other were built in the dissolution zone.

The division of the marshalling yard into groups of tracks (bundles) began to be used in 1891 at a large marshalling yard with two-way operation Osterfeld-Süd in Germany. At that time, mechanized braking devices were not yet used on hump yards, but targeted targeted braking was necessary, and therefore workers installed brake shoes on the tracks at the foot of the hump. These simple devices are currently used as anti-theft devices at cargo stations with a natural slope of the tracks.

In the twenties of the last century, the economies of Europe and the United States, and with it the freight traffic, were on the rise, and the first beam-type wagon retarders were developed to accelerate and safely disband the trains. In 1923, the first retarder with a large number of nodes was installed in the USA on the Gibson marshalling yard near Chicago, and in 1925, a mechanized complex consisting of four hydraulic car decelerators. The electromechanical centralizations that appeared around the same time made it possible to remotely control all objects from one post of the hump complex. Thanks to this, the process of disbanding trains was accelerated, and its automation became possible. A little later, the first electric devices for storing the sequence of passage of cars were created. In accordance with the task they received, they controlled the switch drives of the beams.

The first electronically controlled slide complex was created in 1955. at Kirk station near Chicago, and by the 1960s, most of the major marshalling yards were fully automated. In the same years, many hump yards began to use a radio channel to control the locomotive for pushing the train, which made it possible to improve quality and productivity, as well as to abandon the drivers and floor hump signals.

TYPES OF SORTING HILLS

Hump ​​complexes can have both a unidirectional (one-sided) construction structure, and a two-sided one, used at large nodes with a large sorting work in both directions. Previously, slides were built in areas with a natural slope of the tracks, independent of the dissolution zone, as is customary in modern complexes. Many of these slides are still in use today. Abroad, slides are used with both natural and artificial slopes (Fig. 4). The principles of wagon braking used on them also differ. The location of the hump also influences the choice of braking means. Humps built near transport hubs eventually ended up in the city, and special requirements are currently imposed on such sorting complexes. These are silent operation of retarders and turnout drives, special rules for disbanding, limited access to the territory.

Sorting yards can have either the same length as other station yards or reduced. Shortened marshalling yards are used, in particular, in the USA, where long trains are formed in favorable terrain and long distances between stations. The short trains assembled in the marshalling yard are fed to the departure route, where they are coupled with other half trains. In some cases, it is more profitable, on the contrary, to design sorting tracks of increased length.

The latest generation of marshalling yards provides for the possibility of local control of the points and signals of the receiving and departure parks, checking the necessary dependencies and closures. Only centralized control is less common, and sometimes these parks may not have signaling devices used at stations.

Let's consider the devices and principles of braking on marshalling yards.

BRAKING CATCHES IN HILL COMPLEXES

The first braking of the cuts is intended mainly for the formation of the necessary following intervals and is carried out by one or two braking positions (TP) in the hump zone, and targeted braking occurs in the park zone. In addition to the pincer-shaped pressure retarders known on Russian railways, retarders with other braking principles are used in the hump zone. For example, on marshalling chutes located near residential areas, rubber-coated rails are used to dampen speed. The friction force during the movement of the metal wheel on the rubber is regulated by the position of the retarder, thus taking away a significant part of the kinetic energy of the cutter. Braking means based on permanent magnets are considered promising, which are most effective at high (above 20 km/h) speeds of cuts.

For braking in a park area, many hump yards are equipped with a large number of point retarders that provide quasi-continuous speed control. The greatest recognition was given to point hydraulic piston retarders. Their braking effect occurs when the wagon wheel flange collides with the retarder piston mounted on the rail neck (Fig. 5). Excessive kinetic energy is dissipated due to the downward movement of the piston if the speed of the cut is exceeded. Piston retarders contain speed sensors.

Hydraulic helical retarders are also common in Europe. During the passage of the car along it, the wheel flange interacts with the spiral protrusion of the cylinder (Fig. 6), and it makes one revolution. If the speed of the car is less than that for which the retarder is adjusted, then its valve does not prevent the flow of liquid from one cavity to another, and braking does not occur. If the specified speed is exceeded, the retarder generates maximum braking force. If it is necessary to skip the shunting locomotive, a special pneumatic device moves the spiral retarder away from the rail.

In addition, hydraulic accelerators are installed on a number of humps in the park area, operating at a cut speed below the established limit.

On slides with a natural slope of the tracks, quasi-continuous speed control is usually used throughout the descent, including the pre-park (hill) zone.

On the latest generation slides with intensive sorting work for the park area, wagon loaders are provided. They are located inside the rail track and are moved by automatically controlled cables. If necessary, wagon depressors bring the cuts to the wagons standing in the way (Fig. 7). Such devices are used, for example, on sorting humps in Munich (Germany), Zurich (Switzerland) and Rotterdam (Netherlands).

MODERNIZATION OF SLIDE COMPLEXES ABROAD

For the construction and modernization of marshalling yards, Siemens has developed a universal complex MSR 32 (Fig. 8) for medium, large and high capacity hump yards. Depending on the type and required power of the slide, its profile, local conditions and the turnout drives and brakes preferred by the customer, a model of the slide is created, which is tested on a computer. Based on the results of the simulation, the types and locations of wagon speed sensors, wind speed meters in different zones of the hump, weight meters, cut length and height meters (to calculate the trajectory of its acceleration), the number and optimal zones for the location of brake positions, as well as sensors for free tracks are selected.

The principle of operation of such slides is as follows. Information from all measuring devices and sensors of the marshalling yard, as well as reception and departure parks, is fed to the central processor. From there, after processing all the data, the locomotive is controlled by the available brake positions, as well as by the car loaders (Fig. 9). The most important information about the operation of the hump, as well as the results of the formation of trains, is transmitted in real time to the control room. The MSR 32 system is designed in a modular way, which makes it easy to adapt to any customer requirements.

This system has been implemented on slides with different profiles, braking concepts and processing capacities. So, in Zurich (Switzerland) the slide has a capacity of 330 wagons per hour. The locomotive is controlled by a radio channel. There are two retarders in the 1st braking position, eight in the 2nd one, 64 in the park area (one per track), and two in the lower braking position. On the main hump, car decelerators are used, on the auxiliary hump (put into operation in 1999) - 13 park retarders.

In Vienna (Austria), a marshalling yard with a capacity of 320 wagons per hour has a radio-controlled locomotive. Of the 48 tracks in the park area, two are used for overthrust. Piston retarders operate on the hill with automatic speed control throughout the cuts rolling path. The marshalling yard was commissioned in 2004.

The South Elbe slide near the port of Hamburg (Germany) is of lower capacity and has three retarders in the 2nd brake position and 24 in the park area. It was commissioned in 2006.

On all sorting humps, a continuous exchange of information with dispatch centers is ensured.

In the near future, Siemens plans to put into operation the first hump yard MSR 32 adapted to the requirements of the railways of the countries of the former USSR (Vaidotai station in Lithuania).

ALTERNATIVE OPTIONS FOR FORMING TRAINS

In the second half of the last century, there was a trend towards the predominance of small shipments in the cargo turnover. Due to the increasing competition in the field of cargo transportation between rail and other modes of transport, container transportation has become relevant, which allows minimizing transshipment costs and taking advantage of the advantages of each mode of transport, delivering small shipments on a door-to-door basis. To reload containers from wagons to sea and road transport, special fleets with crane mechanisms were created. With the growth of container shipments over time, many marshalling stations will transfer their functions to fleets designed to reload a container from a wagon not only to ships and cars, but also to trains in other directions. In many European countries, such parks are already in use (Fig. 9), displacing small and medium-sized marshalling yards.

The railroad is one of the largest and most profitable businesses in the US outside of the oil industry. Every year, about 1.8 billion tons of cargo is transported by rail. The country's rail network, some 225,000 km long, generates $54 billion a year for rail companies.
But trains carrying goods do not come from nowhere, they need to be formed and re-formed along the way. For this task, marshalling yards exist at large junction stations along the entire length of the railways.
In the state of Texas, there are two large marshalling yards owned by Union Pacific - Englewood Yard and Davidson Yard. The first station is in Houston and is the largest in Texas. The second marshalling yard is located in Fort Worth, near Dallas. This is a relatively small station by the size of America.

1. A bit from the history of the marshalling yard. It was founded in the early 1900s and was not originally owned by the Union Pacific, but by the Texas & Pacific Railroad. After its founding, the station was named after the president of the company - Lancaster Yard.

2. The station occupied a small area and gradually grew, since at that time the city of Fort Worth was very small, and there was a lot of free space around the station.

3. But if in the early 1900s there were a lot of private companies in the United States, then over time, small companies began to disappear, because. it was getting harder and harder to compete with the giants.

4. The same fate befell the Texas & Pacific Railroad, and in 1963 the company was bought by their competitor, the Missouri Pacific Railroad.

5. The new owner immediately noticed the advantageous location of the station and decided to modernize it. It has been expanded, the supply of tracks has been increased, and the throughput has also increased.

6. After everything was finished, it was decided to rename the station. And in 1971, the station was named Centennial Yard. Many older railroad workers still call the station by that name.

7. The future is not entirely rosy for the Missouri Pacific Railroad. In 1984, the company became part of Union Pacific.

8. The new owner did not modernize the station, because She met the requirements of the time. In 2007, the station takes its current name "Davidson Yard" in connection with the return of the chairman of the board of directors, whose name is Richard Davidson.

9. An interesting fact about the station itself - it was one of the first stations in the US to use fiberglass instead of conventional communication cables (since 1981), and very quickly the station became the main communications hub for the Union Pacific.

10. Today, the station is an important rail junction in America, because. all cargo from Asia, passing through the seaports of California, is sent inland.

11. All cargo traffic from California has a common part of the way to Texas, after which the cargo traffic needs to be divided, because. from Texas, cargo goes east, north and northeast.

12. The main flow of cargo from California is containers with various goods.

13. For example, only one container terminal Long Beach in California receives about 7 million containers every year, sending them inland.

14. Every day about 50 container railways. trains leave the territory of the port of Long Beach.

15. In 2009, Union Pacific began upgrading the station, which continues today. The station is being actively rebuilt to increase capacity.

16. Freight traffic from California is increasing every year. In a few years, the station will no longer be able to cope with the flow of wagons, and now the Union Pacific company has decided to prepare the station, even before it is "choked" by the freight traffic.

17. In the next 20 years, freight traffic should double.

18. Upon completion of the project, the station will have 69 sorting tracks, forming and sending about 100 trains every day.

19. Well, the principle of operation of the station itself is very simple. There are several parks at the station: reception, sorting, departure.

20. These three parks are in this case parallel to each other. All trains enter the reception park, where the main diesel locomotive is uncoupled from them and a shunting locomotive is attached.

21. Then the shunting diesel locomotive pulls the train into the “exhaust pocket”, or track, which allows the train to be taken out of the reception park and redirected to further sorting tracks.

22. This path goes beyond the station, because it will not be possible to pull out a train of almost a hundred cars in another way.

23. After that, the train begins to rise to the “hill”, which is a small artificially made elevation above the station level.

24. Once at the top of the "hill", the cars are disengaged, singly or in groups.

25. Uncoupled wagons roll down the “hill” by inertia, forming trains.

26.

27. Dispatchers collect "theoretical" trains on the computer in advance, even before the cars arrive at the station.

28. Thanks to pre-assembled "theoretical" trains, the process of collecting cars into trains after uncoupling is fully automated.

29. When the car starts to roll down the hill, the first thing it does is pass through the scanner. Each wagon has a magnetic label that gives the dispatcher full information about the wagon (this is a tank car, a covered wagon, a platform, etc.), the destination, the nature of the cargo in it and the weight of the empty wagon.

30. After the scanner, the wagon enters the scales, where its weight is measured, and then the computer itself determines which way this wagon should be sent.

31.

32. Because the dispatcher has already drawn up the “future trains”, the arrows are automatically translated by the computer and the car rolls onto the desired track.

33. On the way of rolling, the car passes through special retarders, which partially dampen the speed of the car.

34. Catching up.

35. Retarders are "brake pads" that grip the wheelsets of a wagon as it passes over them.

36. Why weigh a wagon? The fact is that the computer knows how many cars are already on the tracks, but you need to calculate the braking force for the decelerators and slow down the car so that it has enough inertia to reach the other “brothers”, but at the same time it would not roll too fast.

37.

38. The wagon, depending on the load, can be slowed down to a coupling speed of 1 km/h, a typical coupling speed for wagons with unbreakable cargo is 6 km/h.

39.

40. Passing through the retarders, the car is “slowed down”, after which, rolling up to the rest of the cars, it engages with them and gradually new trains are assembled on the departure routes. Then the completed train is transferred to the departure park and the train continues on its way.

41. In addition to the sorting "hill" at the station, there is also a railway. a depot serving both transit diesel locomotives and diesel locomotives operating in the Dallas and Fort Worth area.

42. In the depot, diesel locomotives undergo both minor maintenance repairs and medium overhauls.

43. This depot does not carry out a complete overhaul of diesel locomotives. The locomotives go to Houston for overhaul.

44.

45. By the way, there is a passenger platform not far from the station, but more on that some other time.

At the beginning of the year, they wrote to me on Twitter: “If you are in Leipzig, look at the station.” I do not consider myself an ardent railway fan, but I put this matter aside in my head. Then, being in the city itself, I passed the station building three times, but somehow it did not inspire me to go inside. Yes, a beautiful style comes from the early 20th century. Yes, there is now a shopping center. But somehow I was more worried about the tram hub at its door than the station itself.

However, on the fourth time, I still decided to go inside and, it seems, quietly grunted from the scale.

The station was opened in 1915, in the era of the dawn of the railways. Leipzig Hauptbahnhof belongs to the highest category of German railway stations and has 21 railway lines (2 of which are underground). The station is considered the largest in terms of occupied area (83,640 m²) in Europe, although in terms of passenger traffic it is only 12th among German long-distance stations.

The old station of the city could not cope with the rapid growth of the population, so in 1906 an architectural competition was announced. A total of 76 architects participated, but the first place was shared by the projects of Jürgen Kröger from Berlin and Walter William Lossow with Max Hans Kühne from Dresden. After minor corrections, the version of the Saxon architects was adopted as the main plan.

The station was supposed to be completed in 1914, but the workers' strikes of 1911 frustrated this plan. At the time of its opening, the Leipzig station had 31 tracks and was one of the largest in the world. The construction cost 137.05 million marks, of which 54.53 million fell to Saxony, 55.66 million to Prussia, 5.76 million to the Imperial Post, and 21.1 million to the city of Leipzig.

One of the main features of the station was its administrative and logistical division between the Prussian and Saxon railways until 1934: the western part of the station was considered "Prussian", and the eastern part was considered "Saxon".

During World War II, the station was at least twice the object of Allied air strikes: on December 4, 1943, the goods station was completely destroyed along with rolling stock, and on July 7, 1944, the massive arches of the western part of the building collapsed. At the same time, the station continued its work, closing only from April to May 1945.

In 1954, after urgent work to remove the rubble, the GDR authorities decided to completely restore the station.

After the reunification of Germany, the Leipzig and Cologne stations became pilot projects for the transformation of station buildings into multifunctional transport and shopping complexes. The decision was made in 1994, and already on November 12, 1997, a two-story shopping center and a parking lot appeared at the station in place of tracks 24-26.

In December 2013, a railway tunnel under the city center was opened in Leipzig. One of the stations is just under the station, but that's a slightly different story.

Techniques for optimizing and improving the efficiency of Moscow freight stations.

The Moscow Railway is one of the most actively developing transport structures, in which freight traffic plays an important role. On the territory of the city (within the Moscow Ring Road) there are 44 freight stations with a total area of ​​1,692 hectares.

Due to the large area of ​​the occupied territories, there are often proposals to remove freight yards and stations outside the city, however, the existing freight traffic, the needs of the city and the cargo turnover of the Moscow railway junction do not allow following these measures.

It is much more rational to follow the path of optimizing the work at these stations, increasing the intensity of the use of existing territories and releasing part of the territories for the needs of the city. In order to consider possible methods for the reorganization of these stations, it is necessary to assess the current state of the freight infrastructure of the railways.

According to the nature of the work carried out, cargo stations can be divided into general-purpose stations, marshalling and intermediate stations, according to their location in the city on – central, middle and peripheral.

At general stations loading, unloading and sorting of cargoes are carried out. For these operations, the stations have a large cargo yard. The number of general purpose stations in Moscow is 12. Of these, two cargo yards - Moscow - Rizhskaya and Moscow-Tovarnaya Yaroslavskaya - are closed.

The area of ​​general purpose stations in Moscow is 567.8 ha. Most of these stations are concentrated in the central and median part of the city.

Grading stations carry out work on the sorting of wagons and the formation of trains. Due to the length of freight trains and the peculiarities of the technological process, these stations are the largest on the railways. And due to the peculiarities of the technological process for sorting cars, their work is associated with high noise and environmental pollution.

Despite the small number, there are only 6 of them in Moscow, marshalling yards occupy 549.6 hectares. At the same time, most of them are located in the middle part of the city.

intermediate stations carry out work on access roads to the city for loading and unloading cargo. May include small cargo yards. These stations represent an inconspicuous frame of the freight flow of railways, as they transport goods to certain areas of the city. There are 26 of them and they occupy the remaining 574.6 hectares. Of these, 12 stations located on the Small Ring Railway (MKZhD) are closed for cargo operation.

In the future, it is planned to partially transfer the transit movement of freight traffic from the Moscow Railway and its redistribution to the Big Ring of the Moscow Railway. In order to preserve traffic along the Moscow Ring Railway, the reconstruction plan includes the construction of a third main track on the 37-kilometer section Presnya-Lefortovo-Andronovka-500-meter insert-15th connecting branch-Ugreshskaya-Lyublino.

To determine the efficiency of the current use of the territories of freight stations, the concept of station capacity should be introduced, as the ratio of cargo turnover per year per 1 hectare. As can be seen from the presented graph, the comparison of the work of cargo stations with each other demonstrates low power indicators.

Accordingly, increasing the density of the use of the territory by increasing the vertical layout will reduce the occupied area and optimize the work at these stations. It is noteworthy that the highest power was found at the Moscow-Tovarnaya Paveletskaya station. The station management managed to achieve this by partially automating the loading and unloading process.

Methods for optimizing cargo stations based on the study of world and domestic experience can be systematized in terms of the amount of work performed, the number of vehicles involved, the area of ​​container and packaged storage, as well as the range of services provided. Based on this, it is possible to introduce a classification according to each type: policy, complex and cluster.

Policy- the most extensive method of optimizing the work of freight stations in terms of the amount of infrastructure involved. This type includes large junction stations and cargo villages located outside the city. A distinctive feature of this type is a large area of ​​occupied territories, multimodality, the use of three or more modes of transport.

According to the structure, the cargo village is an analogue of the seaport, where the cargo arrived by one mode of transport is immediately unloaded, if necessary, passes through customs clearance, is processed, stored, distributed and sent to the destination by another mode of transport in the territory of the cargo village. Also on the territory there are offices, hotels, residential settlements are being built nearby. This concept of intercepting cargo policies near major cities has been developed since the 1970s.

In Germany there is an association of cargo villages DGG. A large number of such complexes are located in the US and Europe. Near Berlin, with a population of 5 million people, there are 3 freight villages. In total, there are 35 cargo policies in Germany. In Italy - 25, one of the largest - Interporto Bologna, located in the center of the country and occupies 320 hectares.

In Russia, since 2011, the project of a cargo village in Vorsino, located in the south of Moscow, has been actively developing, near the intersection of the M3 highways (Kiev highway), A 101 (Kaluzhskoe and Varshavskoe highways) and A 108 (Moscow big ring). At the moment, the complex occupies an area of ​​120 hectares, which is planned to be developed up to 600 hectares. A multimodal automobile and railway terminal has been built on the territory.

Complex– average type of optimization. It includes transport and logistics and terminal logistics centers (TLC), container and piggyback terminals. The main task of this type is the processing and storage of goods, customs clearance and information services. TLC includes free space for forwarding and transport companies, parking lots, service stations.

As a rule, TLCs are located at the entrances to the city, as well as in its peripheral part near large hubs, sorting stations and freight yards. Separately, it is worth mentioning the complexes of the “dry port” type, in which process automation is applied using port cranes on land, which allows to increase the speed of cargo handling several times compared to the use of special equipment.

cluster is the most compact type of optimization. A distinctive feature of this type is flexible modularity, the ability to expand the structure with an increase in the volume of cargo handling, as well as the ability to remove containers without shifting them from place to place, which increases the speed of loading and unloading operations several times. The main part of this type is a multi-level container terminal, made as a cluster with a large number of identical cells.

The idea of ​​creating such structures came from Japan. Since the main containers used for cargo handling are 20 and 40 TEU, a cellular structure has been proposed, having a module for storing one 40 TEU container or two 20 TEU containers*. Containers are loaded into cells by a special crane for unloading containers.

The structural basis is a metal frame. An example of such a cluster is a multi-level container terminal in Japan built by JFE Engineering Corporation. The dimensions of the container terminal are 150x56 meters. Construction area - 8,400 sq. m, respectively. Height 31 meters (10-storey building). Freight turnover - 49 containers per hour. Accordingly, 1,176 containers are processed per day on an area of ​​less than one hectare.

For comparison, at the Moscow-Tovarnaya Paveletskaya station (one of the most efficient cargo stations in Moscow) on an area of ​​52 hectares, an average of 5,000 containers are handled per day. Accordingly, the capacity of one of the most efficient stations in Moscow is 15 times lower than the proposed type.

In view of the fact that only 7 freight stations are located in the peripheral part of the city, the analysis allows us to conclude that the cluster is the most relevant type for optimizing the spatial organization of the territories of freight stations.

In accordance with the types of existing stations identified at the beginning of the article, it can be assumed that for general purpose stations and intermediate stations, complex or cluster optimization types are applicable, depending on the central, middle or peripheral location of the station.

The natural reduction of freight stations due to the increase in passenger traffic on the Moscow Ring Railway, as well as the need to move transit cargo out of the city, leads to the creation of a ring of cargo policies around Moscow, which will be located near railways and highways, as well as river and air transport.

Regarding marshalling yards, the analysis shows the need to remove this type of yards outside the city. The main reason for the impossibility of finding this type of station in the city is the large area of ​​the occupied territories, the technological features of the sorting of wagons, which make it impossible to transfer them underground or reduce the occupied territories by vertical planning.

The vacated territories of marshalling yards must be re-profiled according to the types of cluster or complex, and the remaining territories should be provided for urban needs. A preliminary calculation of the area that the city can obtain using these methods shows that two-thirds of the territories occupied by cargo stations (about 1000 hectares) can be freed up painlessly for the cargo turnover and the needs of the city. At the same time, the return on investment in these methods of optimizing freight stations is from 5 to 10 years, depending on the amount of related work on the reorganization of territories.

Of course, the use of these methods is associated with a high level of costs. However, the socio-economic effect that the city can get for its needs from the liberated territories, as well as the quick payback due to high freight turnover, demonstrate the viability and high prospects of the methods developed for the development of freight traffic, as well as the city and increasing its investment attractiveness.

* 20 TEU is a symbol for a 20-foot freight container (20x8x8.5 feet or 6.1x2.44.2.59 m, volume 39 cubic meters).