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


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Answer from 22 answers[guru]

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

Answer from Grow up[newbie]
Road density can be considered optimal if it ensures minimal transport costs and at the same time does not occupy valuable agricultural land. In this case, it is necessary to compare transport costs for the existing and designed networks.
Density is the most important indicator characterizing the network of on-farm roads. It is more appropriate to take the unit of measurement here as meter per hectare (m/ha) of agricultural land instead of the usual kilometer per square kilometer (km/km2) of total area, since these roads are of relatively short length and serve relatively small areas, mainly agricultural land. Based on the total area, the road network 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 cargo per unit area. For example, when producing potatoes, each hectare requires more than 100 tons of transportation, including 20...30 tons by road. In addition, the type of crop rotation, the size of the designed plots, topography, soils, transport used, and existing roads are taken into account.
When determining the density of on-farm roads, it is necessary to take into account transport costs for transporting goods from and to fields along roads or directly along arable land (stubble), 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). That's why great importance when establishing the density of placement of on-farm roads, there is a rational transportation distance to the road. At the same time, they take into account the difference in the cost of transportation over arable land (stubble) without a road and on the road, as well as the requirements for the placement of crop rotation fields.

Natalia  Road density can be considered optimal if it ensures minimal transport costs and at the same time does not occupy valuable agricultural land.

In this case, it is necessary to compare transport costs for the existing and designed networks.
Density is the most important indicator characterizing the network of on-farm roads. As a unit of measurement here, it is more appropriate to take the meter per hectare Lilia of agricultural land instead of the usual kilometer per square kilometer Yang of total area, since these roads are of relatively short length and serve relatively small areas, mainly agricultural land. Based on the total area, the road network 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 amount of Leonid cargo per unit area. For example, when producing potatoes, each hectare requires more than 100 tons of transportation, including 20...30 tons by road. In addition, the type of crop rotation, the size of the designed plots, topography, soils, transport used, and existing roads are taken into account.
When determining the density of on-farm roads, it is necessary to take into account transport costs for transporting goods from the fields and to the fields along the roads or directly along the Anton arable land, 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 Alexander’s arable land or on Vyacheslav’s stubble. Therefore, when establishing the density of on-farm roads, the rational distance of transportation to the road is of great importance. At the same time, they take into account the difference in the cost of transportation across the Anton arable land without a road and on the road, as well as the requirements for the placement of crop rotation fields.

Tags: How to determine the density of networks, railways, roads

Italy has a developed network of railways and roads. More than 90% of passengers and over 80% of cargo are transported...

June 5, 2014 ...And how to determine network density railways? 1 ... for example: the density of the railway network in the Belgorod region in the 90s ...

Electrification | Topic author: Avizeh

In December 2017, it is planned to complete the electrification of the Osipovichi–Zhlobin section (107 km of track). Thus, the first stage of a large-scale investment project for the electrification of railway lines on the Gomel-Zhlobin-Osipovichi and Zhlobin-Kalinkovichi sections will be implemented. In preparation for the implementation of the second and third stages of the project, design and survey work is currently underway for the electrification of the Zhlobin-Gomel (86 km) and Zhlobin-Kalinkovichi (101 km) sections. Design and survey work on the electrification of the Molodechno–Gudogai–State Border section is being completed as part of the implementation of joint project with JSC "Lithuanian Railways" on the electrification of the Molodechno-Gudogai-State Border-Kyana-N.Vilnia direction.

These electrification projects are being implemented within the framework of State program development of railway transport in the Republic of Belarus for 2017–2017. According to the program, 387 km of railway lines will be electrified on the Osipovichi-Gomel, Zhlobin-Kalinkovichi and Molodechno-Gudogai-State Border sections.

Electrification of the Gomel-Zhlobin-Osipovichi and Zhlobin-Kalinkovichi sections with the subsequent transfer of freight and passenger trains to electric traction will reduce the cost of transportation, significantly improve the environmental situation in the surrounding areas, and increase the speed of trains.

Ilya (Keallach)  I saw their plans...very slow pace! The pillars are not there everywhere and the pillows for the pillars are not ready everywhere!

Vladimir (Trinitie)  But this depends only on the state. They don't sponsor, therefore they don't build

Denis (Aminadav)  somehow there are still no electric trains in Bobruisk)

Ilya (Keallach)  Denis, we don’t get anything done on time, and if it gets done, it’s done with big imperfections!

Sergey (Carle)  I would like to see the Baranovichi-Luninets line electrified.

Ilya (Keallach)  Sergey, this will not happen, the population density there is low, although I am FOR it!

Dmitry (Carlyle)  Vitebsk-Orsha, Vitebsk-Polotsk electrify.

Anton (Axel)  Work to prepare for the launch of electric trains on the Osipovichi - Bobruisk railway section is being completed.

The quality of installation of the contact network has already been determined by the laboratory car. Now a commission chaired by the power supply service of the Belarusian Railway is working on the site. Then, after checking admissions committee, a test train will be launched.

The contact network and road route are designed for train speeds of up to 200 kilometers per hour.

It is already known that six pairs of electric trains will travel from Osipovichi to Bobruisk. After the opening of traffic to Zhlobin, which will happen this year, their number will increase.

http://babruysk.by/news-5150

Gennady (Ramya)  Bobruisk - Minsk - in three hours by train they will lose relative to the Gomel interregional ones (2 hours), the question is the price, and the trains have not yet been launched...

Denis (Aminadav)  Gennady, THIS IS JUST BAD AS WITH US

Lovers (Garvey)  December will mark the 50th anniversary of the electrification of the Belarusian Railway
December 7 of this year will mark 50 years since the start of electric trains on the first electrified section of the Belarusian Railway Minsk-Olekhnovichi with a length of 48 km. Since then, 900 km of railway lines, or 16% of their total volume, have been electrified, which has allowed the Belarusian railway to reach a qualitatively new level of development.

Considering that converting trains to electric traction allows reducing the cost of transportation, increasing their speed and environmental friendliness, today the Belarusian Railways attaches special importance to electrification. For the first time in the last 30 years, the road is implementing such a large-scale project as electrification within the framework of the IX Pan-European Transport Corridor of the Gomel-Zhlobin-Osipovichi and Zhlobin-Kalinkovichi sections.

In September of this year, the electrified Zhlobin-Osipovichi section was opened.

Currently underway construction works(installation of contact network supports) for the electrification of the Gomel-Zhlobin section. Ongoing design work for electrification of the Zhlobin-Kalinkovichi section.

In 2017, the Belarusian Railway plans to begin construction work on the electrification of two sections - Zhlobin-Kalinkovichi and Molodechno-Gudogai-State Border.

The state program for the development of railway transport in Belarus for 2017-2017 provides for the electrification of the Gomel-Zhlobin-Osipovichi and Zhlobin-Kalinkovichi, Molodechno-Gudogai-State Border sections, which are part of the IX Pan-European Transport Corridor, as well as the Minsk bypasses - Kolodishchi-Shabany and Gatovo-Mikhanovichi. The total length of sections planned for electrification in 2017-2017 will be 387 km. As a result, the share of electrified railway lines on the Belarusian mainline will be increased from the current 16% to 23%.

From the history:

After grand opening On December 7, 1963, the movement of electric trains on the Minsk-Olekhnovichi section, the Olekhnovichi station became a connecting station for two types of traction in suburban traffic. Passengers traveling to Molodechno were transferred to trains with locomotive traction at Olekhnovichi.

Already in 1965, work began on the upcoming electrification of the Olekhnovichi-Molodechno section. On December 4, 1966, through traffic of commuter electric trains was opened on the Minsk-Molodechno section.

Electrification of the lines of the Minsk railway junction continued at an active pace. In January 1971, regular service of electric trains was opened on the Minsk-Pukhovichi section, and in November 1972 - on the Minsk-Osipovichi section. As a result, throughput in this direction has significantly increased.

The final stages of the electrification of suburban traffic in the Minsk railway junction were the launch of electric trains on the Borisov-Minsk section in December 1974, and in December 1975 on the Minsk-Stolbtsy section.

Subsequently, the Orsha-Smolensk, Orsha-Borisov, and Stolbtsy-Baranovichi sections were gradually electrified.

In 1983, in a record short time - 9.5 months instead of the planned 2 years - the electrified Baranovichi-Brest section with a length of 200 km was put into operation. On November 6, 1983, the first electric train departed from Brest-Tsentralny station to Baranovichi.

On December 22, 1984, Power Engineer’s Day, the first passenger train “Polonaise” departed for Poland on electric traction from the Warsaw side of the Brest railway station.

In 1984, the electrification of the main Moscow-Brest railway was completely completed with the reconstruction of sections of the Belarusian Railway for freight traffic.

Thus, in the period from 1974 to 1984, the Belarusian Railway carried out the electrification of all railway lines within the framework of the II Pan-European Transport Corridor.

Denis (Aminadav)  Fans of the Belarusian Railway, are they not planning to run a contact line to Chernigov later?

Ivan (Wilco)  saw a map of the UZ department; they noted with a dotted line that a CS is planned from Chernigov to Gomel (2017)

Alexander (Snaggletooth)  UZ is also for the electrification of Bakhmach-Gomel) there is significant freight train traffic and in the summer there are many passenger trains!!!

Andrey (Marysia)  Something about Molodechno-Gudogai became quiet (the supports are not even visible yet).
And Ukraine has no time for electrification at all now...(((

Dmitry (Carlyle)  Will sections of the Orsha-Vitebsk and Vitebsk-Polotsk railway be electrified?

Calculation of the density of the railway network by regions included in...

An indicator characterizing the network density Dt as the ratio of its length L to the area... Operating length of railways, L, km.

Basic definitions and indicators - Transport

The coefficient of empty carriage mileage is defined as the ratio of mileage.... For the railway network, the indicators “freight sent” and “arrived... Traffic density is an indicator characterizing both the intensity...

Indicators of railway operational performance are divided into quantitative and qualitative.

Quantitative performance indicators

Quantitative indicators characterize the volume of traffic, passengers and cargo, as well as the operation of rolling stock, these include:

1. Volume of transportation work:

a) for freight traffic - this is the number of tons of cargo transported

∑Р = Р 1 + Р 2 + … + Р n ;

b) for passenger traffic - the number of passengers sent

∑a = a 1 + a 2 + ... + a n.

2. Railway freight turnover determined in t km using the following formula

∑Рl = ∑Pl t,

where l t is the average range of one ton of cargo.

3. Passenger turnover- is determined by the number of passenger kilometers (pass km) and is found by the formula

∑al = ∑al p,

where l p is the average travel distance of one passenger.

4. Freight density (density)- this is the number of ton-kilometers per year per one kilometer of operational length of a given unit, determined by the formula

where L ex is the operational length of the corresponding unit.

6. Loading on a network, road, branch or station (U p), taken into account daily in physical cars.

7. Unloading(U in) - taken into account in physical cars for a network, road, department or station.

8. Norms for the transfer of wagons from road to road or from department to department:

a) for the acceptance of cars: U pr.gr. , U ave.por. , U av.general ;

b) delivery of wagons: U SD.gr. , U sd.por. , U sd.tot.

9. Job networks, roads and departments - taken into account in physical cars per day and determined by formulas

Qualitative performance indicators

Qualitative indicators characterize the use of rolling stock, these include:

1. Travel speed- this is the average speed of a train on a given section of the railway line without taking into account stops and time lost on acceleration and deceleration. Travel speed is determined by the formula

where t x is the travel time.

2. Technical speed - this is the average speed of the train along the sections of the section without taking into account the time of stops, but taking into account the time for acceleration and deceleration:

3. Area speed (commercial)- this is the average speed of the train along the section, taking into account the time of stops at intermediate stations and the loss of time for acceleration and deceleration:

4. Route speed- this is the average speed of a train on a given railway direction, taking into account the time of stops at all stations and the loss of time for acceleration and deceleration. Route speed is measured in km/day and is determined by the formula

5. Cargo delivery speed- this is the average speed of movement of cargo from the moment it is received by the railway until the moment it is issued to the recipient:

where l g is the cargo transportation distance; t g - total time location of cargo in transport.

6. Speed ​​factors:

a) Section speed coefficient

b) Cargo delivery speed coefficient

7. Car turnover- this is the cycle time of operations from the beginning of one loading to the beginning of another, or from the beginning of one unloading to the beginning of another. This is a universal and one of the main indicators of the quality of railway work. The diagram and formula for determining the car turnover are as follows:

where l o is the full journey of the car - this is the distance that the car travels during the turnaround;

l in - carriage length or distance from one technical station to another;

t those is the time the car is idle at one technical station;

k m - local work coefficient:

t gr - idle time of a wagon under one cargo operation.

8. Working car park(R)

9. Average daily mileage of a car

where ∑ n·S o is the number of car-kilometers traveled by all cars in the working fleet per day.

where α is the empty run coefficient.

13. Empty run ratio- this is the ratio of the number of car-kilometers of empty run to the number of car-kilometers of loaded run or empty trip to loaded trip

14. Car productivity- this is the number of tons per kilometer that falls per day per wagon of the working fleet, the formula for determining the productivity of wagons is as follows

15. Average daily mileage of a locomotive

where ∑MS is the number of locomotive-kilometers traveled by all locomotives serving train operations;

∑M is the number of locomotives engaged in train work.

16. Average train gross weight- is determined by dividing all gross ton-kilometers completed during a given day by locomotive-kilometers

17. Locomotive performance- this is the number of gross ton-kilometers per day per locomotive, determined by the formula

W l = Q S l,

where Q is the weight of the train.

18. Cost of transportation- this is the amount of operating costs per 10 reduced ton-kilometers

e = E exp/ ∑Рl,

where E exp is the sum of operating costs, including all annual costs wages, costs of materials, fuel, electricity, current cash costs for average repairs of rolling stock and depreciation.

Transport as an object of economic and geographical

studying

Control questions

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

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

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

4. Study of the geography of the road network.

5. Methodology for qualitative characteristics of transport.

Methodological explanations:

The degree of provision of individual countries or regions with communication routes 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 lines in kilometers per 1000 km2 of territory) and population (length of communication lines 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 obtain a more accurate description of the level of development of the transport network when comparing the provision of communication routes different countries and regions, as well as, to a certain extent, compliance of the existing network with the needs for communication routes. The need for communication routes depends on the territory, population and level of economic development. Therefore, the usual indicator of the density of the transport network relative to the area gives a distorted idea of ​​​​the availability of communication routes when comparing countries with sharply different population densities.

The Engel coefficient is defined as the ratio of the road density of a certain type of transport to the square root of the population density.

As a result of the simplification procedure, this formula looks like this:

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

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

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

Freight turnover measured in ton-kilometers and calculated as the product of the transported cargo in tons by the transportation distance in kilometers.

Passenger turnover characterizes the volume of work to transport passengers, taking into account the distances over which passengers were transported, measured in passenger-kilometers. Calculated as the product of the number of passengers and the distance of transportation in kilometers

Group assignments

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

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

3.1 Calculate the value of the Engel coefficient for highways for each region, conduct a comparative analysis of regional security, and analyze the dynamics of indicators. Present the calculation results in the form of a table.

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

4. Based on data on the average transportation distance and volumes of goods transported, calculate the indicators of freight turnover of road and rail transport for the period 1985-2009. (Table 1), draw graphs reflecting 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 mode of transport in 1990, 2000 and 2009. (Table 3), build pie charts.

Analyze the results and identify factors influencing 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. The “-” sign means no data.

Table 3

Passenger turnover by types of public transport

(million pass.*km)

Table 4

Length of transport routes of the Republic of Belarus

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

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

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

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

This indicator is measured in kilometers of network length per 10 thousand residents of the area.

An indicator characterizing 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:

; .

Taking into account 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 the 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 weak population and low development of most of the territory of the West Siberian region; the uneven focal nature of its development; concentration of population and production mainly in the southern parts of the district; trend of increasing economic and social development territories in the east-west and north-south directions; height specific gravity extractive industries when moving east and north; lagging behind transport, social complexes, production sectors serving the population, and huge disproportions in the comprehensive development of the economy.

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